\.i 


THE  RAILROAD 


Element  in  Education 

Revised  and  Enlarged  with  New  Illustrations 

(Special  Edition.) 


PROF.   ALEX.   HOGG,    M.  A. 

SUPKRINTENUENT    SCHOOLS,   FoRT  WoRTH. 


Work  and  IVealth  are  Inseparable  /lllies. 


PRESS  OF 

JOHN  P.  MORTON  &  COMPANY, 

LOUISVILLE 


CONTENTS. 

PAGE 

The  Address:   The  Railroad  as  an  Element  in  Education;    or,  What  Steam 

and  Steel,  Science  and  Skill  have  done  for  the  world,  delivered  before  the 

International  Congress  of  Educators,  World's  Exposition,  New  Orleans,  .    .        3 

The  Evolution  of  Steam— The  Niagara  Suspension  Bridge— The  Great  Tunnels— The 

Brooklyn  Bridge— The  Dispatcher's  Accuracy— Temperance  and  Railroad  Men— 

"All  Right?"  "Go  Ahead!  "  the  Language  of  the  Continents— The  Rapid  Spread 

of  the  Mother  Tongue— Charities  of  Railroad  Men— Tribute  to  the  Projector  and 

Builder  of  the  Texas  and  Pacific  Railway. 

Addenda, 28 

France  compared  with  Texas— Loans  of  Ex-Senator  Joseph  E.  Brown  to  Meritorious 
Young  Men— The  Nature,  Objects,  and  Purposes  of  the  Stanford  University— Work 
and  Wealth— Comparisons  not  Odious— The  Interstate  Commerce  Bill— Brief 
Memoirs :  Messrs.  Hoxie,  Noble,  and  Foreacre— A  Trip  from  Hell  Gate  to  Gold 
Gate— Resolutions  of  The  National  Educational  Association— Sunday  Trains- 
Charities  of  Mr.  Charles  Crocker. 

The  Inception  and  History  of  Strikes, 65 

Personal  Liberty  the  Corner  Stone  of  Our  Governmeut- The  Great  Strike  of  1877— The 
Homestead  Troubles— Judge  Paxson's  Opinion— The  Pullman  Strike— Resolutions 
of  Both  Houses  of  Congress— Diagram :  Average  Freight  Rates  on  Eighteen  Trunk 
Lines  from  1873  to  1892— Diagram :  Average  Wages  for  Fifty-two  Years  from  1840  to 
1891 — Government  Control  of  Railroads  not  the  Solution — The  National  Educa- 
tional Association  upon  the  Strike — The  True  Solution :  The  Education  of  the 
People  in  the  Schools  and  in  the  Family. 

Fast  Runs — Speed  Records 89 

Discussion  Showing  that  on  Roads  Running  East  and  West,  the  East  Bound  for  Speed 
Will  Have  the  Advantage — The  Jay  Gould  Special  from  Council  Bluffs  to  Chicago 
—The  Knights  of  Pythias  Train  the  Longest  Fast  Run  in  the  World.  JacksonxriHe 
Ha.,  to  Washington,  D.  C. — Comparative  Statement  of  the  Three  ureax  ttuus  oi 
the  London  and  Northwestern,  the  New  York  Central,  and  the  Lake  Shore  and 
Michigan  Southern  Railroads—  Other  Runs,  Not  Special. 

"Drew  THE  Wrong  Lever," 97 

Discussion  Showing  Why  the  Brakeman  Threw  the  Switch  the  Wrong  Way. 

The  St.  Louis  Union  Passenger  Station, 99 

Comparison  with  the  Great  Tabernacle,  Salt  Lake  City— Description  of  the  Headhouse 
and  Train  Shed,  the  Largest  in  the  World- Diagram  of  the  Tracks. 

Tunnels  and  Bridges, 105 

Simplon  Tunnel — Baltimore  and  Ohio  Tunnel — Electric  Motor — The  North  River 
Bridge. 

Late  Gifts  to  Educational  Enterprises, ,    209 

Meesrs.  C.  P.  Huntington,  C.  F.  Crocker,  and  J.  J.  Hill. 

The   Evolution   of  the  State  of  Illinois  and  the   Illinois. CjEtrxpAL 

R.  R.  Co..  .  .i, .  j.>  ,:..•.:  -•»  '.*;.:.  .:  A  *.''.  .'  ,.|  /':. .  \  ; :  ;.*:  i.  ;  .   112 


THE  RAILROAD 

AS  AN 

ELEMENT  IN  EDUCATION. 


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THE  ADDRESS. 

Mr.  President: 

Steam  is  well-born ;  is  a  lineal  de- 
scendant of  the  four  elements  of  the 
ancients — earth,  air,  fire,  and  water — 
has  survived,  lived  through  more  than 
two  thousand  years,  gaining  strength 
from  its  own  usefulness  and  age; 
is  to-day  in  the  full  vigor  of  man- 
hood. As  a  motive  power  steam  was 
known  130  years  B.  c*  Hero  of 
Egypt  exhibited  his  EolipOe,  an  ap- 
paratus with  a  metallic  boiler,  pro- 
vided at  the  top  with  two  horizontal 
jet-pipes  bent  into  the  form  of  an  S. 
The  steam,  escaping  from  these  jets 
and  reacting  upon  the  air,  gave  a 
rotary  motion  to  the  pipes.  Barker's 
centrifugal  mill  is  an  example  of  this 
kind  of  action. 
Blanco  de  Goray,  of  Barcelona,  as  far  back  as  1543,  propelled  with 

steam  a  vessel  of  two  hundred  tons. 

But  passing  over  historical  details — leaving  out  the  controversies  of 

aspiring  inventors  and  discoverers — I  come  to  a  year  in  our  civilization 

memorable  for  rich  results. 

*Spiritalia  seu  Pneumatica.  C"-) 


45G691 


4  The  Railroad  as  an  Element  in  Education. 

In  l776,  the  "  transmutations"  of  alchemy,  the  ideal  of  Paracelsus, 
gave  birth  to  the  real  of  Priestley  and  Lavoisier,  and  chemistry  as  a  practi- 
cal science  is  announced  to  the  world.  This  same  year  Adam  Smith  pub- 
lished his  Wealth  of  Nations.  This  same  year  the  Declaration  of  Indepen- 
dence was  proclaimed  by  the  Continental  Congress.  This  same  year  Watt 
produced — perfected  his  "improved,"  his  "  successful"  steam-engine. 

The  man  of  science  can,  Avith  pardonable  pride,  exclaim,  "Arithmetic 
fails  to  enumerate  the  'agents'  and  'reagents'  of  chemistry!"  The  politi- 
cal philosopher  can  point  to  the  real  wealth  of  the  nations  as  the  best  result 
of  his  science  ;  the  statesman  can,  with  true  patriotism,  refer  to  our  peace- 
ful, our  happy  republic  as  the  legitimate  result  of  the  Declaration. 

Individuals  may  boast  of  the  triumphs  of  these,  but  the  millions  whose 
burthens  have  been  lightened  and  lifted,  who  are  fed  and  clothed  by  the 
diversified  labors  of  steam,  may  be  excused  too — will  be  pardoned — for 
their  appreciation  of  the  result  which  gave  to  the  world  the  steam-engine  of 
James  Watt. 

Patriotic  as  I  am,  and  claiming  as  I  do  for  our  Fulton  the  first  success- 
ful application  of  steam  to  navigation,  in  the  Clermont  (1807),  I  as  cheer- 
fully accord  to  the  mother-country  the  honor  due  George  Stephenson  (1829), 
for  his  successful  "  run"  in  the  Rocket  over  the  Rainhill  trial  course. 

It  is  a  remarkable  fact  that  within  the  last  one  hundred  years  sdence 
has  made  its  most  rapid  strides.  Steam  and  electricity,  motor  and  messen- 
ger, have  vied  with,  not  rivaled,  each  other  in  tratisporting  and  transmitting, 
until  "  there  is  no  speech  nor  language  ivhere  their  voice  is  not  heard.  Their  line 
is  gone  out  through  all  the  earth,  and  their  words  to  the  end  of  the  world." 

Classical  scholars  have  insisted  that  our  word  ' '  educate  "  is  from  educere 
— to  draw  out ;  and  hence  they  have  taught  that  education  is  a  "pumping" 
process,  that  it  is  all  in  and  within  the  mind  of  the  child,  the  learner,  and 
must  be  drawn  out ;  and  thus  to  their  theory  is  due  largely  the  one-sided 
instruction,  or  the  total  disregard  of  every  other  method.  The  truth  is, 
our  word  "educate"  is  from  a  different  word — it  is  from  educare,  which 
means  "to  bring  up,"  "to  train,"  "to  develop,"  "  to  increase  and  give  power 
to."  There  can  be  no  mistake  from  this  view,  that  there  is  a  pouring-into 
as  well  as  a  pumping-out  in  the  process  of  education. 


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6  2^  Railroad  as  an  Element  in  Education. 

I  have  no  war  against  the  classics.  So  far  from  it,  I  assert  to-day  that 
there  can  be  no  "liberal  education"  without  the  classics. 

Among  these,  however,  I  claim  the  first  place  in  order  and  importance 
shall  be  assigned  to  our  mother  tongue.  The  Greek  knew  no  other  than 
his  own  language,  nor  did  the  Roman  go  abroad  to  study  until  he  had  mas- 
tered the  Latin.  Why,  then,  should  we  ignore,  why  should  we  be  so  slow 
to  acknowledge,  the  claims  of  modern  science  ? 

In  the  demands  made  by  the  progressive  development  of  railroad  con* 
struction,  and  the  improvement  in  that  vast  field  alone,  every  science  and 
every  department  of  science  is  laid  under  contribution,  until  we  have  here 
the  fullest  and  happiest  illustration  of  the  great  law  of  "supply  and  de- 
mand." 

A  motive  power  greater  than  that  of  man  or  horse,  an  improved  steam' 
engine,  is  called  for,  and  James  Watt  presents  his.  And  now  a  locomotive 
is  needed  that  shall  transfer  this  mighty  energy,  adapt  it  to  the  road,  and 
George  Stephenson  controls  with  his  own  hand  the  throttle  of  his  own 
engine.  And  now  a  trestle,  and  now  a  bridge,  and  now  a  suspension  bridge, 
and  that,  too,  across  Niagara,  and  the  occasion — science,  conscious  of  this 
new  requisition — gives  to  the  world  John  A.  Roebling. 

Harmonizing  circumstances — Time,  the  great  arbiter,  comes  in,  and  so 
orders  it  that  Robert,  the  son  of  George  Stephenson,  should  pass  over 
Niagara  River  in  a  railway  train,  and  on  the  suspension  bridge  which  he 
had  but  lately  declared  to  be  an  impracticable  undertaking. 

The  purpose  of  this  great  engineer's  visit  to  this  country  was  to  make 
an  inspection  of  the  location  for  the  celebrated  tubular  bridge  at  Montreal. 
Stephenson  had  criticised  and  condemned  the  suspension  principle,  and  had 
approved  the  tubular  girder  for  railway  traffic. 

At  that  time  doctors  of  science — engineers — differed  as  to  their  theores. 
Dut,  as  now,  they  also  agreed  upon  the  facts  as  exhibited  in  the  results. 

In  1874  I  visited  Niagara  Falls,  spent  two  days,  was  delighted,  amazed, 
and  awed  in  turn  at  this  wonderful  manifestation,  this  remarkable  phenom- 
enon of  nature. 

From  the  Falls  I  went  to  the  suspension  bridge.  Upon  this  structure 
stood  two  through  express  trains  awaiting  the  signals  to  move  on  their 


The  Railroad  as  an  Element  in  Education.  7 

ways,  east  and  west.  At  the  appointed  moment  they  did  move.  Without 
tremor  or  oscillation  that  bridge  sustained  its  accustomed  load,  performed 
its  duty,  as  it  had  done  thousands  of  times  before,  as  it  had  done  fifty  times 
that  very  day. 

When  I  saw  this  bridge  spanning  this  angry  river,  supporting  these 
heavily  laden  trains,  I  felt  this  inspiration;  I  said,  "This  bridge  for  the 
creature  is  equal  to  yon  cataract  for  the  Creator." 

But  again,  another  demand — a  higher  principle  still — a  fiat  had  gone 
forth  that  not  only  shall  ''Every  valle^j  be  exalted,  bid,  every  mourdain  and  hill 
shall  be  made  low;  and  the  crooked  shall  be  made  straight,  and  the  rough  places 
plain." 

Streams,  rivulets,  rivers  had  been  bridged,  the  valley  had  been  exalted ; 
the  crooked  route  must  now  be  made  straight,  the  mountain  must  be  made 
low.  No  longer  can  time  be  consumed  in  searching  out  the  passable  passes, 
in  following  the  tortuous  gorge.  The  yawning  chasm,  the  deep  canon,  the 
treacherous  glacier,  the  awful  avalanche,  snow  and  ice,  mountain-pass  and 
mountain-peak — all,  all  must  be  shunned — must  be  left  to  enjoy  undisturbed 
their  lofty  abode  amid  its  chilly,  frozen  environments. 

Whether  Pyrenees  or  Alps,  Alleghany  or  Hoosac,  all  ranges  standing 
in  the  way  of  the  locomotive  must  be  made  low,  must  be  tunneled.  Sci- 
ence, quietly  observing  what  is  going  on,  anticipating  these  new  and  still 
greater  demands,  accordingly  prepares  for  yet  greater  results,  and  at  this 
juncture  and  for  this  stupendous  work  furnishes  both  the  engineering  skill 
to  conduct  and  the  new  motors,  Burleigh  drills,  and  air-compressors  to  per- 
form the  boring,  and  dynamite  to  do  the  blasting,  and  we  have  Mount 
Cenis  Tunnel,  a  trifle  less  than  eight  miles  in  length,  thirteen  and  a  half 
years  building,  at  a  cost  of  S15, 000,000;  St.  Gothard,  nine  and  a  quarter 
miles,  seven  and  a  half  years  building,  at  a  cost  of  $9,700,000,  consuming 
half  the  time,  at  two  thirds  the  cost  of  the  Cenis  Tunnel;  the  Hoosac  Tun- 
nel, some  five  miles  in  length,  eleven  years  in  building,  costing  $13,000,000. 

One  among  the  first  railroad  tunnels  in  the  United  States  was  the  Alle- 
ghany Portage  double-track,  nine  hundred  feet  long,  costing  some  821,840. 

I  must  be  pardoned  for  mentioning,  in  this  connection,  that  here  partic- 
ularly the  skill  of  the  engineer  is  tested  in  the  use  of  the  most  accurate 


8  Tfie  Railroad  as  an  Eleramt  in  Education. 

instriiments  and  of  the  most  celebrated  makers.  In  boring  the  Mosconetcon 
Tunnel  on  the  Lehigh  Valley  Railroad— a  work  less  in  extent  than  some, 
but  said  to  be  of  as  great  magnitude,  on  account  of  the  presence  of  water 
and  other  difficulties,  as  any  of  the  American  tunnels— the  east  and  west 
headings  met  in  December,  1874,  whereupon  it  was  found  that  the  error  in 
level  and  alignmeiit  was  less  than  half  an  inch. 


[The  new  East  River  Bridge,  the  plans  of  which  have  just  been  adopted  by  the 
Commission  in  charge  of  the  work,  will  be  the  longest  suspension  bridge  in  the  world, 
exceeding  the  present  Brooklyn  Bridge,  however,  by  only  four  feet  six  inches.] 

To  be  an  engineer  in  the  full  and  complete  sense  of  the  term  embraces 
all  sciences,  pure  and  applied.  Nor  are  the  languages  to  be  left  out. 
Through  the  Latin  we  learn  of  Csesar's  bridge,  through  the  Greek  of 
Xerxes'  bridge  of  boats  (pontoons).  That  is  not  a  complete  curriculum  that 
would  leave  French  and  German  out  of  the  engineer's  course.  Our  Latin 
teachers  are  very  proud  when  their  brightest  scholars  can  translate  the 
description  of  Csesar's  bridge.     It  is  considered  hard  Latin ;  it  is  given  as 


The  Railroad  as  an  Element  in  Educaiion.  9 

a  task — not  for  the  information  about  the  bridge,  but  because  of  the  diffi- 
culty of  the  translation. 

Now,  Mr.  President,  turn  your  countenance  upward;  exercise  the  pre- 
rogative you  enjoy  above  the  rest  of  the  animals  ("  .  .  .  quae  natura 
prona"),  behold  the  arches  that  support  this  Grand  Structure!  Tell  me  if 
there  is  not  more  study,  more  beauty  in  one  of  these  than  in  a  whole  book 
of  Caesar? 

In  1883,  and  in  this  country,  there  has  been  completed  and  opened  the 
greatest  structure — the  grandest  monument  to  skill  and  science — to  father 
and  son,  to  John  A.  and  Washington  A.  Roebling — to  the  former  for  the 
conception,  to  the  latter  for  the  construction  of  the  Brooklyn  Bridge — the 
longest  span  in  the  world.  In  the  building  of  this  highway,  virtually 
making  New  York  and  Brooklyn  one  city,  the  entire  domain  of  science  has 
been  laid  under  contribution.  Every  formula  of  mathematics,  every  dis- 
covery of  chemistry,  every  law  of  physics,  all  have  furnished  their  quota. 
Every  department  of  human  industry,  every  tool  invented  by  the  ingenuity 
of  man  has  borne  its  part  in  the  final  result.  Without  the  most  recent 
discoveries  of  science,  the  converting  of  iron  into  steel  by  the  pneumatic 
process,  the  bridge  in  its  present  form  could  not  have  been  built. 

I  can  not  describe  in  detail  all  the  creative  and  constructive  efforts  ui 
the  human  mind  in  this  great  work.  It  is  not  necessary;  it  is  finished — 
"Finis  coronal  opus." 

All  this,  however,  is  upon  but  one  side,  the  department  of  construction, 
the  building  of  railroads. 

There  is  still  another  side,  the  operating  department,  in  which  to  accu- 
racy of  calculation  must  be  added  discretion,  sound  judgment,  and  all  the 
higher  qualities  of  head,  and  heart  too.  Here  we  learn — we  take  an  account 
of  exceedingly  small  things;  here  we  hear  the  name  of  the  noneutitv,  the 
imaginary  mill,  and  use  it  in  actual  daily  transactions : 

"  So  many  tons  a  mile  at  so  many  mills  per  ton." 

•'It  will  cost  so  many  mills  to  move  such  freight;  therefore,  in  order  to 
pay  dividends  and  cover  operating  expenses,  we  must  charge  so  much  per 
hundred." 

The  tables — operating  expenses — have  these  items:   "The  amount  of 


10  The  Railroad  as  an  Element  in  Education. 

coal  used  this  year  compared  with  last  on  Division was  1.8  pounds 

more,  or  2.3  pounds  less  per  mile." 

In  what  school  can  a  pupil  be  found  who  would  distribute  the  tax- 
assessment  for  eleven  hundred  miles  of  railway  passing  through  twenty- 
nine  counties,  and  the  miles  and  hundredths  of  a  mile  in  each  county  to  be 
taken  into  account,  each  county  assessing  a  different  valuation,  and  balance 
up  the  whole  to  mthin  five  mills,  one  half  of  one  cent? 

These  are  some  of  the  problems,  and  these  are  some  of  the  questions 
that  are  solved  by  the  railroad  accountants. 

The  curse  of  our  schools,  and  colleges,  and  universities  too,  is  the  want 
of  accuracy.  And  I  am  not  sure  but  the  careless  use  of  slates  and  black- 
boards has  much  to  do  w'ith  it.  It  is  so  easy  to  say,  "Oh!  that  is  wrong — 
rub  it  out."    In  railroading  you  can  not  "rub  it  out."* 

The  dispatcher  who  sits  at  his  table  with  fifty — a  hundred  and  fifty — 
trains  on  the  rail  has  more  responsibility  every  way  than  the  general  who 

directs  an  army. 

"Soine  one  had  blundered^* 

was  said  when,  at  Balaklava, 

"  Then  they  rode  back,  but  not — 
Not  the  six  hundred."' 

Some  one  has  blundered  in  Egypt.  Had  Palmerston  built  a  railroad 
from  Cairo  to  Khartoum,  there  would  not  now  be  a  rebel  in  the  Soudan  to 
annoy  Gladstone. 

Your  World's  Exposition  reminds  me  of  the  Centennial  (1876)  at  Phil- 
adelphia. The  latter  was  full  of  examples — fruitful  illustrations  of  what 
the  accuracy  and  precision  in  railroad  managements  accomplish  in  safety  to 
property  and  person. 

The  Pennsylvania  road  alone  gave  receipts  for  16,039  cars  of  building 
material — for  4,116  cars  of  exhibits  placed  within  the  Centennial  grounds, 
without  a  single  claim  being  made  for  damage.  The  total  number  of  pieces 
of  baggage  received  and  delivered  at  the  several  stations  amounted  to 

*You  do  not  find  slates  and  blackboards  in  the  rooms  of  accountants. 


Ihe  Railroad  as  an  Element  in  Education.  11 

730,486  pieces.     Of  these,  twenty-six  pieces  were  lost,  the  claims  for  which 
amounted  to  $1,906.99. 

Total  number  of  passengers  from  May  10th  to  November  10th,  4,955,- 
712,  carried  without  injury  to  a  single  one. 

Add  to  this  that  during  the  year  1876  this  road  moved  17,064,953  tons 
of  freight  and  18,363,366  passengers  without  loss  of  Kfe  or  harm  to  any 
one. 

With  these  facts  before  me  I  am  ready  to  believe  the  following:  "A 
French  statistician  observes  that  if  a  person  were  to  live  continually  in  a 
railway  carriage,  and  spend  all  his  time  in  railway  traveling,  the  chances 
of  his  dying  from  a  railway  accident  would  not  occur  until  he  was  nine 
hundred  years  old." 

But  the  railroad  is  solving  other  problems — social  problems,  commercial 
problems,  farming  problems. 

The  poet  has  said : 

"  Seas  shall  join  the  regions  they  divide ;" 
The  railroad  answers :  And  continents  shall  unite  the  oceans  they  separate. 
The  rich  valleys  of  the  interior,  the  fertile  plains  of  the  "Far  West,"  are 
made  neighbors  to, — find  markets  upon  the  very  shores  of  the  Atlantic,  all 
by  and  through  the  agency  of  the  railroad. 

We  hear  a  great  deal  about  the  Great  West !  Pray,  what  has  made  the 
West  so  great? 

Not  greatness  of  territory  solely — not  great  distances,  but  the  potential- 
ity, the  living,  working  capacity  of  the  locomotive — the  greatest  pioneer, 
the  greatest  missionary  ever  sent  out  by  Church  or  State. 

What  makes  Chicago  the  successful  rival  of  New  York  ?  The  latter  is 
the  senior  of  the  former,  not  only  by  scores,  but  by  two  hundred  years. 

The  ten  thousand  miles  of  railway  tributary  to  Chicago  —  the  seven 
hundred  trains  (three  hundred  and  fifty  arriving  and  three  hundred  and 
fifty  departing  daily),  with  their  heavily  laden  cars  of  both  passengers  and 
freight — have  something  to  do  with  the  prosperity,  the  metropolitan  pre- 
tentions of  the  "  Lake  City." 

What  will  make  your  city  the  rival  of  both  New  York  and  Chicago  ? 

Not  because  she  is  the  outlet  of  the  Mis.sissippi  Basin,  but  because  she 


12  The  Railroad  as  an  Element  in  Education. 

is  the  eastern  terminus  of  the  railroads  of  the  Pacific  Slope,  the  Southwest, 
the  Northwest. 

The  superintendent  of  our  last — the  tenth — census  says:  "The  close- 
ness with  which  the  center  of  population,  through  such  rapid  westward 
movement  as  has  been  recorded,  has  clung  to  the  parallel  of  39°  of  latitude 
can  not  fail  to  be  noticed." 

He  does  not,  however,  say  a  word  as  to  the  cause  of  this  singular  move- 
ment westward  four  hundred  and  fifty-seven  miles  in  ninety  years.  Near 
and  upon  the  38°,  39°,  and  40°  of  latitude  may  be  found  three  of  the  great 
trunk  railways. 

But  their  location  is  still  another  problem.  The  peculiar  climate,  pro- 
ductiveness of  the  soil,  and  the  early  settlement  of  this  region  have  all 
something  to  do  with  it.  Here  is  problem  growing  out  of  problem,  fruitful 
eacb  to  tbe  student  of  social  philosophy. 

But  again.  I  argue  more  directly,  because  more  demonstratively  tan- 
gible, that  the  school  interest,  the  schools  themselves,  have  flourished  and 
spread  their  influence  in  the  direct  ratio  of  the  number  of  miles  of  railroad 
in  the  State.  Massachusetts,  at  home  and  abroad,  stands  at  the  head  of 
ouj'  school  system;  nor  is  it  disputed  that  in  her  borders  we  find  models 
of  true  culture  and  refinement.  Massachusetts  has  a  mile  of  railroad  to 
every  four  square  miles  of  territory. 

This  is  a  case  from  the  extreme  East.  I  take  an  example  from  what 
used  to  be  termed  the  West,  now  about  the  middle  of  our  country :  Ohio 
has  a  mile  of  railroad  for  every  six  square  miles  of  territory.  Ohio  has 
pretty  good  school  facilities,  and  of  late  has  furnished  her  full  quota  of 
presidents. 

But  select  at  will  any  State,  and  upon  tbe  map  mark  the  seats  of  insti- 
tutions of  learning — schools,  academies,  colleges,  and  universities — and  you 
will  find  them  all  arranged  along  the  lines  of  the  great  railroads. 

England  and  Wales,  Belgium,  Switzerland,  and  Scotland  possess  the 
greatest  railway  facilities.  These  also  enjoy  the  greatest  freedom,  the  best 
systems  of  schools  of  all  the  European  States. 

But  to  come  still  nearer :  Texas  is  an  example  in  which  from  being  the 
largest  State  in  the  Union  territorially,  she  has  become  also  greater  in 


The  Railroad  as  an  Element  in  Educaiion.  13 

resources  than  any  of  her  sister  States  of  the  South,  simply  on  account  of 
the  indissoluble  bond  between  her  school-lands  and  her  railroads. 

Of  seventy-four  cities  and  towns  assuming  control  of  their  schools,  sup- 
plementing the  amount  received  from  the  State  (five  dollars  for  each  pupil 
of  scholastic  age  annually)  by  a  special  tax,  sixty-six  of  these  aie  directly 
upon  the  lines  of  railways,  while  the  remaining  eight  are  of  easy  access  to 
railroads. 

We  hear  a  great  deal  about  what  "The  Fathers  of  Texas"  have  done 
for  the  education  of  all  the  children  of  the  State ;  the  thousands  of  leagues 
of  land  reserved  for  the  counties  —  the  millions  of  acres  for  the  general 
school  fund. 

These  historians  should  go  a  little  further,  and  tell  us  what  these  "mil- 
lions of  acres"  were  worth  before  the  railroad  companies  surveyed  and 
brought  these  lands  to  the  attention  of  the  world. 

It  is  true  that  the  railroads  received  sixteen  sections  of  land  for  every 
mile  of  road  built,  conditioned,  however,  upon  the  companies  surveying 
their  own,  together  with  an  equal  number  of  sections  (alternates)  for  the 
schools. 

The  entire  expense  of  surveying  and  returning  a  double  set  of  field 
notes  to  the  General  Land  Office,  at  Austin,  was  borne  by  the  respective 
railroads. 

These  lands  were,  for  the  most  part,  hundreds  of  miles  beyond  civifiza- 
tion;  indeed,  the  roads  have  been  extended  more  rapidly  than  a  paying 
trafiic  would  warrant  in  order  to  develop  their  lands,  to  bring  them  into 
market. 

The  Texas  &  Pacific  wore  out  its  main  line  of  44-4  miles  in  building 
the  extension  west  of  616  miles — was  a  practical  example  of  the  problem  : 
"How  far  would  a  boy  travel,  starting  from  a  basket  two  yards  from  the 
first  egg,  and  carrying  singly  to  the  basket  one  hundred  eggs,  two  yards 
apart,  in  a  straight  line  ?  "  * 

But  whatever  develops,  enhances  the  railroad  ' '  sections,"  enhances  the 
school  "alternates,"  until  lands  heretofore  not  commanding   twenty -five 

*  Some  idea  can  be  formed  of  the  amount  of  wear  and  tear  on  the  road,  when  it  is 
understood  that  the  boy  traveled  11  miles  840  yards. 


14  The  Railroad  as  an  Element  in  Education. 

cents  an  acre  are  now  readily  sold  for  two  dollars ;  or,  the  railroads  have 
increased  the  school  funds  eight-fold,  have  multiplied  their  values  until  Texas 
boasts  of  a  free-school  fund  of  ninety-five  million  dollars — a  fund  that  will 
yield,  at  five  jier  cent  per  annum,  $4,750,000.  In  valuation,  the  report  of 
the  Comptroller  shows  the  railroads  to  be  the  third  in  order.  Of  course 
land  and  other  realty  hold  the  first  place,  and  live  stock  the  second. 

The  six  thousand  miles  of  railroad  in  Texas,  at  one  half  the  average  cost 
throughout  the  United  States,  would  amount  to  $210,000,000. 

By  reference  to  the  report  of  the  Comptroller,  it  appears  that  the  tax- 
able property  of  the  State  was 

In  1871 $222,504,073 

In  1877 319,373,221 

In  1878 303,202,426 

In  1879 304,193,163 

In  1880 301,470,736 

In  1881 375,000,000 

In  1882 419,927,476 

In  1883 , 527,537,390 

In  1884 603,060,917* 

In  1870  there  was  less  than  300  miles  of  railroad  in  the  State.  From 
1870  to  1877  there  were  added  1,300  miles ;  400  miles  were  built  in  1877, 
200  in  1878,  and  700  each  in  1879  and  1880,  while  in  1881  there  were  built 
over  1,500  miles.  Since  1881  there  have  been  added  by  the  completion  of 
roads  projected  nearly  one  thousand  miles  more. 

It  will  be  observed  that  the  gains  in  the  wealth  of  the  State  followed 
the  years  of  greatest  mileage  built.  Was  it  not  dependent  on  the  increased 
extension  of  the  railroad  ? 

I  know  of  no  better  criterion  by  which  to  measure  the  real  wealth  of 
the  State — the  prosperity  and  progress — than  by  the  railroad  earnings.  The 
gross  earnings  of  the  Texas  roads  for  1883  are  put  down  at  $21,450,445. 
But  this  is  a  small  item,  a  very  small  factor,  compared  with  the  real  amount 
and  value  of  the  products  themselves,  when  it  is  remembered  that  the 

♦See  note,  page  29. 


37te  Railroad  as  an  Element  in  Education.  15 

freight  was  moved  at  an  average  cost  of  1.8  cents  per  ton  per  mile;  that 
passengers  were  carried  for  3.5  cents  per  mile  before  the  late  law  (3  cents) 
went  into  effect.  However,  passenger  traffic  is  every  where  small  as  com- 
pared with  freight,  being  in  Texas  less  than  a  third  of  the  gross  earnings. 

By  a  comparison  of  the  average  cost  of  moving  a  ton  a  mile  in  the 
several  groups  of  States,  it  will  be  found  that  Texas  roads  are  not  exorbi- 
tant in  their  charges. 

It  costs  in  New  England  1.7  cents  per  ton  per  mile;  in  the  Middle 
States  one  cent  per  ton;  in  the  Southern  States  1.8  cents;  in  the  Western 
States  1.2  cents ;  in  the  Pacific  States  2.2  cents  per  ton  per  mile. 

Nor  is  a  comparison  of  these  rates  with  the  leading  countries  of  Europe 
damaging  to  America.  The  actual  cost  to  the  companies  (not  what  they 
charge  for  moving  a  ton  a  mile)  in  France  is  1.7  cents;  in  Belgium  1.5 
cents  per  ton  per  mile. 

Much  is  heard  about  "The  monopolies,"  "The  soulless  corporations!" 
I  can  not  see  where  so  much  monopoly,  so  much  extortion,  so  much  dis- 
crimination comes  in.  That  can  not  be  very  oppressive  to  the  laboring 
man  which  transports  his  year's  provision,  for  one  day's  labor,  from  Chicago 
to  any  eastern  point.  That  can  not  be  a  discrimination  against  the  con- 
sumer, at  least,  which  transports  from  Chicago  to  New  York  seventeen 
barrels  of  flour  at  the  rate  of  one  mile  for  one  cent.  I  know  of  no  lesson 
so  fruitful  in  its  teachings  as  the  reduction  in  railway  charges  made  by  the 
railroad  managements  themselves  from  1873  to  1879.  Competition,  the 
great  law  governing  all  trades,  forced  this  reduction,  and  by  which  care- 
fully prepared  statistics  show  that  these  corporations  lost,  or  there  was 
saved  to  the  shippers  —  the  consumers  really  —  in  the  space  of  six  years, 
$922,000,000  in  freights  alone. 

I  do  not  wish  to  be  understood  as  denying  the  rights  of  legislatures,  or 
Congress,  as  to  the  control  of  the  traffic  rates — the  regulation,  as  it  is  termed, 
of  railroads.  I  simply  propose  to  state  the  facts — the  results  in  two  cases : 
The  New  York  Central  was  chartered — consolidated  in  the  face  of  deter- 
mined opposition.  Passenger-rates  were  fixed  by  law  at  two  cents  per  mile. 
After  the  lapse  now  of  twenty  years  the  rate  is  still  two  cents  a  mile.  The 
freight  rates  were  left  without  regulation — the  latter  have  been  reauced 


16  TJie  Railroad  as  an  Element  in  Education. 

from  3  cents  per  ton  per  mile  to  .83  of  a  cent  a  ton  a  mile;  or  the  result 
of  competition  has  lowered  the  rate  to  less  than  one  third  of  the  former 
rate. 

The  Texas  &  Pacific  has  reduced  its  freight  from  3.34  cents  per  ton  per 
mile  (1877)  to  1.76  cents  in  1883,  a  reduction  of  nearly  one  half.  Here  is 
a  fruitful  study  for  the  political  mathematician — the  legislative  accountant. 

When  the  legislature  of  Texas  reduced  the  passenger  fare  from  five  to 
three  cents  per  mile,  I  was  met  by  the  Hon.  John  Hancock,  now  a  member 
of  Congress  from  this  State,  and  addressed  thus : 

"Professor,  I  understand  you  say  that  while  the  passenger  gets  the  ben- 
efit of  40  per  cent  reduction,  that  the  railroads  have  really  lost  66|  per  cent. 
I  do  not  see  this."  Said  I:  "Do  you  see  the  first?"  "Yes,"  said  he.  I 
asked,  "What  part  of  three  must  you  add  to  make  the  result  five?"  Said 
he,  "Two  thirds."  "That  is,"  said  I,  "the  roads  must  now  carry  five  pas- 
sengers at  three  cents  to  realize  the  same  that  they  did  for  carrying  three 
passengers  at  five  cents.  Or,"  said  I,  "to  be  more  practical,  hold  up  your 
five  fingers  ;  turn  two  down — two  fifths  off.  Now,  return  from  three  to  five, 
add  two,  turn  the  same  two  up;  tivo  thirds  of  three  this  time."  "I  see  it." 
said  he ;  "You  shall  have  the  chair  of  mathematics  in  our  university." 

In  this  same  legislative  discussion  another  fallacy — a  very  grave  mistake 
— was  made  by  these  legislative  accountants.  It  was  contended  that  since 
the  New  York  Central  carried  j^assengers  for  two  cents  a  mile,  the  Texas 
roads  could  certainly  do  it  for  three — that  the  reduction  of  the  rate  would 
more  than  double  the  amount  of  travel — that  people  would  travel  simply  to 
travel ! 

Another  comparison:  The  New  York  Central  has  not  quite  1,000  miles 
of  main  track  (953).  In  1883  this  road  carried  10,746,925  passengers. 
Since  a  proportion  is  a  comparison,  "If  1,000  miles  carry  11,276,930,  how 
many  should  6,000  miles  carry?"  Answer,  67,661,580;  or,  according  to 
our  last  census,  more  than  forty-two  times  the  entire  population  of  Texas — 
that  is  every  man,  woman,  and  child — would  have  to  make  forty- two  trips 
each  to  put  the  roads  of  Texas  upon  the  same  basis  as  the  New  York 
Central. 

The  facts  show  that  the  results  of  legislative  restrictions  have  main- 


The  Railroad  as  an  Eletiient  m  Education.  17 

tained  maximum  rates,  while  without  these  restrictions  the  tendency  to  lower 
rates  has  been  the  uniform  rule. 

Killing  the  goose  that  lays  the  golden  Qgg  is  not  quite  the  fable  to  which 
I  would  point  our  legislative  regulators,  but  I  would  remind  them  of  the 
fate  of  Cadmus  endeavoring  to  rescue  his  sister  Europa,  carried  off  by 
Jupiter,  that  while  he  destroyed  the  dreadful  serpent,  that  going  still  further, 
following  the  advice  of  Minerva,  he  sowed  the  teeth  of  the  dragon,  whicli 
immediately  springing  up  as  armed  men  destroyed  each  other,  Cadmus  him- 
self not  being  exempt  from  the  terrible  catastrophe. 

"The  discriminations,"  as  they  are  termed,  between  local  and  through 
rates,  are  the  same  that  are  hourly  met  with  between  the  retail  and  whole- 
sale dealers  in  our  towns  as  well  as  cities. 

The  railroad  managements  "  do  discriminate,"  and  always  in  favor  of  the 
press  and  the  pulpit.  A  prominent  minister  of  one  of  our  leading  denomi- 
nations told  me  he  had  ridden  free,  in  one  year,  24,640  miles  upon  the  vari- 
ous roads  of  Texas — over  5,000  miles  being  upon  the  lines  of  a  single  com- 
pany.* Hundreds  of  other  ministers  can  testify  to  this  same  liberality  of 
these  same  corporations  toward  the  spread  of  the  Gospel.  The  Texas  roads 
keep  a  temperance  lecturer  continually  traveling  over  the  State,  free  as  to 
transportation,  to  wage  a  ceaseless  war  against  intemperance. 

One  of  our  greatest  General  Managers  says :  "At  all  times  put  me  down, 
first,  in  favor  of  public  free  schools ;  second,  and  under  all  circumstances, 
against  whisky."  If  temperance  legislation  would  go  as  far  as  railroad  man- 
agers, soon  we  would  be  rid  of  drunkenness.  Gradually,  slowly,  if  you 
choose,  but  they  are  coming  to  it.  The  general  orders  are  beginning  to 
read,  "No  man  who  uses  intoxicating  liquors  will  be  retained  in  the  employ 
of  this  company." 

This  year  orders  have  been  issued  prohibiting  the  use  of  intoxicating 
liquors  off  as  well  as  on  duty,  on  the  whole  Missouri  Pacific  system.  It  has 
been  the  standing  order  of  the  Baltimore  &  Ohio  and  other  roads  for  years. 

The  next  step  will  be  to  prohibit  the  use  of  tobacco;  a  narcotic  only,  it 

*This  is  not  at  all  improbable.  John  Morriss,  a  conductor  upon  the  Texas  & 
Pacific,  made,  around  "The  Quadrantal"  61,732  miles  in  one  year,  was  in  Ft.  Worth 
every  day,  and  "  in  bed  every  night,"  with  the  usual  "  lay-overs."  2 


18  TJie  Railroad  as  an  Element  in  Education. 

is  true,  but  to  the  liabitual  user  is  next  in  its  deleterious  influence  to 
whisky. 

The  railroads  will  regulate  themselves — are  doing  it  every  day.  There 
are  many  things  about  them  I  would  like  to  see  changed ;  there  are  many 
things  they  would  change  themselves,  and  they  themselves  will  change  them. 

There  is  also  a  growing  apprehension,  a  needless  alarm  upon  the  part  of 
the  people,  as  to  the  increasing  power  of  the  railroads.  Fears  are  expressed 
that  they  will  control  the  government — not  for  good,  but  for  evil. 

The  recent  introduction  of  steam  as  a  road  motive-power  (in  this  country 
not  till  1830),  the  rapid  progress  of  railroad  construction,  and  the  length  of 
the  lines  operated — 122,000  miles — the  immense  values  that  are  represented, 
$6,500,000,000  (six  thousand  jive  hundred  millions  of  dollars),  one  eighth  of 
the  aggregate  values  of  all  kinds  of  property  in  the  Union — all  these,  with 
the  changed  conditions  wrought  by  them,  have  had  much  to  do  in  creating 
this  alarm.  But  this  has  reference  to  our  own  country  only.  The  lines  of 
railroads  in  the  five  divisions  of  the  earth,  according  to  Baron  Kolb,  cost 
sixteen  billions  of  dollars,  and  will  reach  eight  times  around  the  globe.  And 
all  this  has  been  brought  about  in  a  little  over  a  half  century.* 

If  Britannia  ruled  the  seas  through  her  ships,  why  not  Columbia  rule 
the  continents  through  her  locomotives  ? 

We  do  not  hear  that  the  mother-country  ever  used  her  navy  to  oppress 
her  own  people ;  why  fear  that  the  daughter  will  use  her  railroads  to  mar 
her  own  beauty  or  to  defeat  her  own  greatness? 

I  say,  "The  railroad  is  solving  commercial  and  social  problems — is  the 
greatest  pioneer,  the  greatest  missionary  ever  sent  out  by  Church  or  State." 

I  have  fully  sustained  the  first  propositions.  I  said,  in  1880,  to  The 
National  Teachers'  Association,  a  body  of  thinkers  not  surpassed  in  this  or 
any  other  country : 

"J  believe  the  ^vhistle  of  the  Texas  &  Pacific  locomotives  will  carry  our  civili- 
zation, our  enterprise,  our  religion,  and  our  language  into  the  rocky  Sierra  Neva- 
das,  until  not  o?dy  Mexico,  but  from  the  lakes  to  the  gtdf  and  from  ocean  to  ocean 
will  be  ours,  and  that,  too,  xvithout  a  batHe-fiag." 

*The  first  railway  worked  by  steam  was  opened  between  Darlington  and  Stockton, 
September  25,  1825. 


The  Railroad  as  an  Element  in  Education. 


19 


During  the  past  three  years  the  American  railroad  has  been  pushing  on, 
is  invading  quietly,  peacefully,  successfully,  the  capital  of  the  Montezumas. 
The  commission  proposed  by  a  member  of  Congress  from  Texas,  only  a 
year  ago,  "  To  cultivate  amicable  and  commercial  relations  with  the  coun- 
tries in  Central  and  South  America,"  is  actively  about  its  mission  of  Peace 
—Good  Will. 

The  time  is  not  far  distant — "it  is  only  a  question  of  time" — when  we 
shall  realize  Columbus'  grand  conception,  a  passage  to  the  East  Indies  by 
sailing  west — indeed  much  more  than  Columbus  ever  dreamed  of — for  the 
American  railroad  builders,  extending  their  efforts,  pushing  their  lines  south, 
and  north,  into  Central,  into  South  America,  into  Alaska,  crossing  Behring 


Straits  (only  twenty-six  miles  wide)  in  a  steamer,  will  thus  connect  by  a 
continuous  and  unbroken  highway  all  the  continents ;  will  bind,  will  unite 
by  this  great  commercial  artery  the  interests  of  Chili  and  Brazil  with  Japan 
and  China,  New  York,  San  Francisco  and  Yukon  with  Moscow  and  St. 
Petersburg. 

Byron  wrote,  little  more  than  half  a  century  ago : 

"  But  every  mountain  now  hath  found  a  tongue, 
And  Jura  answers  through  her  misty  shroud, 
Back  to  the  joyous  Alps,  who  call  to  her  aloud." 

To-day,  were  he  living,  he  would  realize  his  prophecy  fulfilled ;  he  would 
hear,  and  in  his  dear  mother-tongue,  not  only  amid  Alpine  heights,  but  upon 
every  plain  in  Europe  and  Asia : 

' '  All  right  ?"    "  Go  ahead  ! " 


20  Tlie  Railroad  as  an  Eleraent  in  Education. 

A  clever  Modern  Philologist  shows  that  the  English  language  is  spoken 
to-day  by  100,000,000  of  people,  that  soon — within  a  hundred  years — will 
be  the  language  of  1,000,000,000  (one  thousand  million)  souls;  adds,  that 
then  the  great  languages  of  the  world  will  be  the  English,  Chinese,  and  Rus- 
sian, with  the  English  far  in  the  lead.  But  he  does  not  tell  us  to  what 
influence  this  wonderful  spread  of  our  language — this  universality  of  our 
mother-tongue — is  due.  He  does  not  tell  why  Europe  was — is  to-day — a 
Babel.  He  does  not  tell  us  that  steam  and  electricity,  iron  and  steel,  have 
enabled  this  people  to  subdue,  to  possess  the  earth  this  side  the  Atlantic. 
He  does  not  tell  us  that  the  echoes  and  re-echoes  of  the  steam-whistle  were 
not  heard  resounding  through  the  corridors  of  the  Alps  till  late  this  century! 

Mr.  Webster  was  a  great  admirer  of  the  mother-country,  especially  of 
her  territorial  acquisitions,  her  military  glory,  and  in  one  of  his  grandest  and 
loftiest  flights  of  imagination,  describing  the  progress  and  prowess,  the 
greatness  and  extent,  of  the  British  nation,  said:  "It  is  a  power  which  has 
dotted  the  face  of  the  whole  globe  all  over  with  her  possessions  and  military 
posts,  whose  morning  drum-beat,  following  the  sun  and  keeping  company 
with  the  hours,  circles  the  earth  daily  with  one  continuous  and  unbroken 
strain  of  the  martial  airs  of  England." 

It  dehghts  me — it  thrills  me — to  think  upon  my  country,  my  people,  and 
my  language !  Could  the  immortals,  could  Jefferson,  the  ' '  author  of  the 
Declaration,"  could  Washington,  "  the  father  of  his  country,"  look  out  from 
their  celestial  abode,  they  would  behold  to-day  our  Free  Republic  (stretching 
through  more  than  one  hundred  and  eighty  degrees  of  longitude),  all  dotted 
over  with  school-houses  and  colleges  and  churches,  whose  rising-bells  and 
morning  prayer-calls  and  evening  hymns,  following  the  sun  in  his  course 
and  keeping  company  with  the  hours,  fill  the  air  daily  with  the  merry  laugh 
and  joyous  shout  and  happy  song  of  a  continuous  and  unbroken  continent 
of  English-speaking  People! 

The  solution?  The  White  Sails  of  Commerce  brought  this  blue-eyed, 
fair-skinned,  light-haired  race  to  our  shores,  the  Locomotive  carried  into  the 
interior  the  messengers  of  peace,  and  in  their  tracks  followed  smiling  Plenty, 
with  her  attendant  hand-maids.  Religious  Liberty,  Political  Freedom,  an^ 
Universal  Education. 


22  The  Railroad  as  an  Element  in  Education. 

I  address  to-day  scientific  men  of  the  leading  nations  of  earth.  You 
can  bear  witness  of  your  efforts,  your  resolutions,  your  arguments,  your 
logic,  your  reasons  to  bring  about  standard  time.  You  can  testify,  too, 
with  some  mortification,  that  all  your  labors  have  been  futile.  Yet,  you 
have  learned.  I  tell  you  that  on  the  18th  day  of  November,  1883,  the 
clocks  of  20,000  railroad  offices,  and  the  watches  of  300,000  employes  were 
reset — the  minute  and  second  hands  all  pointing  to  the  same  division  on  the 
dial — that  the  people  who  did  the  same  could  have  been  reckoned  by  mill- 
ions; and  that  all  this  was  accomplished  without  delay  to  commerce  or 
injury  to  person.  No  general,  from  Napoleon  down,  could  have  made  such 
a  change,  even  in  a  single  army  corps,  without  the  loss  of  property  and  life 
too.* 

Again,  who  have  been  foremost  in  building  churches,  schools,  and  col- 
leges, in  endowing  universities,  and  in  contributing  to  the  advancement  of 
liberal,  higher  education?  Where  can  it  be  so  truthfully  said,  "charity 
never  faileth,"  as  among  railroad  men?  Who  ever  knew  a  real  case  of 
charity  turned  from  ofiice,  home,  or  tent  of  a  railroad  man? 

^^  ^  *  •  " '  Tis  mightiest  in  the  mightiest. " 

America's  greatTriumvirate  in  action,  in  the  successful  completion,  con- 
trol, and  management  of  the  three  great  trunk  railways  of  our  country, 
abounded  in  good  works,  in  large  beneficence,  and 
"Their  deeds  do  follow  them." 

In  addition  to  many  smaller,  but  no  less  valuable  charities.  Col.  lliomas 
A.  Scott,  just  before  his  death,  gave  the  following  amounts  to  the  following 
institutions  : 

To  Jefferson  Medical  College,  of  Philadelphia $50,000 

To  the  Orthopaedic  Hospital,  of  Philadelphia 30,000 

To  Children's  Department  of  Episcopal  Hospital,  of  Philadelphia..    20,000 

To  University  of  Pennsylvania,  of  Philadelphia 50,000 

To  Washington  and  Lee  University,  of  Virginia 50,000 

Total 200,000 

■"Mr.  Wm.  F.  Allen,  of  the  Traveler's  Guide,  is  the  author  of  Standard  Time.  The  next 
move  will  be  to  the  Single  Dir\  for  the  day,  to  24  o'clock :  "  Train  No.  1  will  meet  No.  2  at  .S'ation 
No.  III.  at  17 :  17  Coclockl. " 


The  Railroad  as  an  Element  in  Educaiion.  23 

In  regard  to  the  numerous  gifts  of  father  and  son — the  Vanderbilts — I 
do  not  know  how  better  to  present  the  same  than  by  giving  the  letter  of  the 
Chancellor  of  the  Vanderbilt  University,  Bishop  H.  N.  McTyeire. 

,,     _         _  Nashville,  Tenn.,  Jan.  29, 1885. 

My  Dear  Professor:  '  ' 

I  thank  you  for  your  letter Mr.  Cornelius  (Commodore)  Yanderbilt 

gave  this  University  one  million  of  dollars.     Of  that  sum  we  have  now  as  invested 

endowment,  bearing  seven  per  cent  per    annum,  §600,000.    His  son,   Mr.  Wm.  H. 

Vanderbilt,  since  his  father's  death,  has  given  to  Vanderbilt  University  $250,000;  and 

a  $100,000  of   this  sum  has  been  added  to  our  endowment.      Generous   benefactors 

to  the  South  and  to  general  education ! 

The  location  of  Vanderbilt  University  has  made  Nashville  what  they  call  "The 
Athens  of  the  South."     Others  have  come  here  since. 

I  believe  our  catalogue  this  year  will  show  students  from  twenty  States  and  Ter- 
ritories, all  accessible  to  railroads. 

In  honor  of  our  donors  we  give  marked  attention  to  civil  engineering,  including 
the  theoretical  and  practical  knowledge  of  building  railroads.  We  believe  in  rail- 
roads with  good  cause. 

For  mounting  and  equipping  the  observatory  for  the  Leander  McCor- 
mick  telescope  Mr.  Wm.  H.  Vanderbilt  gave  $25,000  to  the  Virginia 
University. 

Last  year  he  gave  $500,000  to  the  College  of  Physicians  and  Surgeons, 
of  the  city  of  New  York.  These  two,  father  and  son,  gave  for  the  pur- 
poses enumerated,  one  million  five  hundred  and  twenty  five  thousand  dollars. 

But  additionally,  and  in  purpose  and  result  too — a  greater  gift  still — Mr. 
Wra.  H.  Vanderbilt  has  given  $150,000  to  establish  at  Washington  a 
Museum  of  Patriotism,  where  the  collections,  the  offerings  and  trophies,  the 
honors  paid  General  Grant  l)y  the  nations  of  the  earth  are  to  be  perpetually 
preserved  for  the  inspection  and  admiration  of  all  American  youth,  and  that 
through  all  future  generations. 

Or  in  the  aggregate,  Mr.  Wm.  H.  Vanderbilt  alone  has  contributed  t 
schools  of  science,  schools  of  medicine,  and  a  school  of  patriotism,  nine  hurt 
dred  and  tioentyfive  thousand  dollars. 

*  He  is  still  in  the  prime  of  life,  full  of  vigor,  abounding  in  good  deetis, 
and  it  may  reasonably  be  expected  that  he  will  yet  outstrip  his  father's  g/eat 
■work,  the  founding  and  equipping  of  the  Vanderbilt  University. 

*  See  note,  page  30. 


24  T^e  Railroad  as  an  Element  in  Educaiion. 

Col.  John  W.  Garrett  leaves  the  following,  greater  than  either  of 
his  associates  in  extent  and  in  security  of  investment.  These  annuities 
represent  a  basis  of  over  a  million  dollars  ($1,100,000)  at  six  and  five 
per  cent. 

The  clauses  of  the  will  pertaining  to  these  gifts  and  their  purposes  seem 
to  be  worthy  of  reprinting,  even  in  so  short  an  address  as  this : 

And  upon  the  further  trust  that  my  said  trustees  shall,  from  the  stocks  and  bonds 
belonging  to  my  estate,  select  such  good  interest-bearing  securities  as  shall  amount  to  the 
sum  of  one  hundred  thousand  dollars,  or  in  their  option  invest  the  sum  of  one  hundred 
thousand  dollars  of  the  moneys  belonging  to  my  estate  in  such  manner  as  to  produce 
the  yearly  sum  of  sis  thousand  dollars,  which  said  sum  I  desire  shall  be  paid  yearly  to 
aid  in  improving  the  condition  of  the  poor  in  the  city  of  Baltimore,  the  first  payment 
to  be  made  at  the  expiration  of  one  year  from  my  death,  and  to  continue  thereafter  in 
perpetuity;  and  as  I  have  a  very  favorable  opinion  of  the  usefulness  and  effectiveness 
of  the  present  organization  or  body  corporate  known  as  the  "  Baltimore  Association 
for  the  Improvement  of  the  Condition  of  the  Poor,"  I  recommend  my  said  trustees, 
so  long  as  in  their  judgment  this  charitable  institution  is  efficiently  managed,  to  give 
said  sum  of  six  thousand  dollars  to  the  said  association  annually  for  the  purposes  afore- 
said; and  if  at  any  future  period,  in  the  judgment  of  my  said  trustees,  said  sum  of  six 
thousand  dollars  per  year  can  be  applied  or  distributed  so  as  to  confer  greater  benefit 
upon  the  poor  of  Baltimore,  in  that  event  I  direct  my  said  trustees  so  in  their  discre- 
tion to  apply  said  sum. 

And  upon  the  further  trust  out  of  the  net  income  of  any  estate  to  devote  the  sum 
of  fifty  thousand  dollars  annually  to  such  objects  of  benevolence,  to  educational  pur- 
poses, to  aid  virtuous  and  struggling  persons,  and  to  such  works  of  public  utility  as  are 
calculated  to  promote  the  happiness,  usefulness,  and  progress  of  society ;  said  amount 
of  fifty  thousand  dollars  per  annuna  to  be  apportioned  to  the  furtherance  of  such 
objects  and  to  the  accomplishment  of  such  ends  in  the  judgment  and  at  the  discretion 
of  my  trustees,  it  is  my  will,  and  I  so  direct  that  the  contributions  to  the  purposes 
named  in  this  clause  shall  continue  during  the  lifetime  of  my  children,  Kobert  Garrett, 
Thomas  Harrison  Garrett,  and  Mary  Elizabeth  Garrett,  and  of  the  survivors  and  sur- 
vivor of  them,  and  that  the  same  shall  be  continued  thereafter  by  their  heirs  if  the  con- 
dition of  the  estate  will  then  justify  the  said  appropriation.  I  desire  that  the  contribu- 
tions and  assistance  to  be  given  under  this  clause  of  my  will  shall,  as  far  as  practicable, 
be  devoted  to  the  promotion  of  the  objects  herein  named  in  the  city  of  Baltimore  and 
in  the  State  of  Maryland;  but  in  case  of  special  suffering  or  distress  in  other  commu- 
nities, my  trustees  shall  have  the  power  to  use  their  discretion  and  judgment  in  reliev- 
ing the  same. 


The  Railroad  as  an  Element  in  Education.  25 

From  a  personal  friend  to  the  two  benefactors  I  learn  that  Mr.  Garrett 
really  directed  the  gifts  of  Mr.  Johns  Hopkins.  Mr.  Garrett  is  reported  as 
having  said:  "Johns,  give  while  you  live,  so  that  you  may  direct  and  see 
the  fruits  of  your  labors." 

Johns  did  give  while  living,  and  the  Johns  Hopkins  University  is  the 
result  of  the  accumulated  efforts  of  Mr.  Hopkins,  much  of  this  being  "the 
earnings"  of  his  stock  in  the  Baltimore  &  Ohio  Railroad.  The  latter  road 
during  the  lifetime  of  Mr.  Garrett  was  proverbial  for  the  care  of  its  em- 
ployes. The  Baltimore  &  Ohio  Relief  Association,  furnishing  all  the  ad- 
vantages of  a  mutual  life  insurance  company,  a  savings  bank,  and  a  build- 
ing association,  was  peculiarly  the  result  of  Mr.  Garrett's  forethought,  and 
the  pride  of  his  administration. 

The  company  has  announced  the  organization  of  a  School  of  Technology 
for  the  training  of  young  men — the  future  employes  of  the  company.  This 
school,  located  at  Mount  Clare  (Baltimore),  will  be  formally  opened  Sep- 
tember next.  The  object  and  the  purpose  of  this  institution  will  be  to  give 
the  Baltimore  &  Ohio  a  force  of  trained  men,  those  having  the  advantages 
of  a  suitable  amount  of  literary  instruction  as  well  as  that  practical  teach- 
ing which  they  will  most  need.* 

I  must  add  here,  for  the  sentiment,  for  the  lofty  and  manly  and  elevating 
spirit  of  the  donor,  the  following.  Said  Mr.  George  I.  Seney:  "If  any 
one  asks  you  why  I  have  given  so  much  money  to  the  Wesleyan  Female  Col- 
lege, of  Georgia,  tell  them  it  was  to  honor  my  mother,  to  whom,  under 
God,  I  owe  more  than  to  all  the  world  besides." 

Mr.  Seney  gave  to  the  Wesleyan  Female  College  and  to  Emory  College, 
of  Georgia,  $450,000.t 

Mrs.  Leland  Stanford,  since  the  spirit  of  her  dear  boy  has  departed 
(abiit  non  jjeriit),  has  organized,  in  the  city  of  San  Francisco,  four  Kinder- 
garten schools,  locating  them  in  those  portions  of  the  city  most  destitute, 
and  has  dedicated  them  to  ttie  motherless  and  homeless  little  ones  of  her 
great  and  lowly,  her  splendid  and  yet  shadowy  city.  X 

Already  has  this  benefactress,  if  not  repaid,  been  compensated  in  her 
affliction  for  her  loss.  A  mother  writes  her:  "  My  childi-en  shall  be  taught 
to  love  Leland's  memory,  follow  his  example,  and  imitate  his  lovely  char- 
acter." 

"  See  note,  page  33.  f  See  note,  page  33.  t  See  note,  page  34. 


26  The  Railroad  as  an  Element  in  Education. 

The  ex-Governor,  it  is  said,  contemplates — has  determined  that  Palo 
Alto,  "the  beautiful,  sweet  Palo  Alto,"  of  the  boy,  shall  be  the  site  of 
Leland's  University. 

Those  who  know  the  father,  his  liberal  culture,  his  broad  views,  and  his 
entire  acquaintance  with  all  the  educational  systems  and  institutions  of 
learning  at  home  and  abroad,  being  a  personal  friend  of  many  of  the  savants 
of  Europe,  with  an  abundance  of  means  at  his  command,  know  that  this  will 
be  a  real  university,  surpassing  the  English  universities  and  leading  those 
on  the  Continent,  since  it  will  deal  with  the  practical,  living  issues  of  all 
science,  social,  political,  and  physical. 

There  will  be,  too,  a  liberality  toward  the  distinguished  scholars  called 
to  these  appointments — their  services  in  their  specialties  will  be  specially 
rewarded.  The  man  who  pays  the  trainers  of  his  horses  more  at  present  in 
wages  and  perquisites  than  his  State  University  pays  her  professors  will  evi- 
dently pay  to  the  conductors  of  the  various  departments  of  this  university, 
founded  and  named  to  honor  his  only  child,  salaries  commensurate  with  the 
founder's  appreciation  of  mind  over  matter.* 

Mr.  President,  I  have  seen  much  of  this  Continent,  have  seen  more  of 
Texas.  That  which  in  our  school  geographies  was  called  "  The  American 
Desert" — later,  "The  Staked  Plains" — is  no  desert  at  all.  Since  the  build- 
ing of  the  Texas  &  Pacific  this  vast  area  has  become  (was  all  the  time)  fer- 
tile. All  the  cereals  grow  luxuriantly.  Pure  water,  and  in  abundance,  is 
found  all  over,  throughout  these  plai-ns,  costs  but  the  digging  of  a  shallow 
well.  Here,  sir,  is  so  happily,  so  truthfully  verified  the  great  promise, 
that  not  only  "  The  wilderness  and  solitary  places  shall  he  glad  for  them"  (the 
railroads),  but  "  The  desert  shall  rejoice  and  blossoin  as  the  rose,"  that  I  venture 
to  suggest — I  assert,  Africa  is  not  Africa  because  it  is  the  home  of  the  col- 
ored man  ;  but  the  colored  man  is  the  colored  man  because  his  home  is  in 
Africa!  Needs  but  the  touch  of  Ithuriel's  spear,  the  life-giving  breath,  the 
awakening  influences  of  the  locomotive,  and  this  "Dark  Continent,"  this  land 
of  Ham,  will  take  its  rightful  place  in  the  brotherhood  of  Shem  and  Japheth, 
•ill  then  being  of  one  speech  and  one  language,  and  that  the  Anglo-Saxon. 
But,  sir,  I  must  close,  and  yet  I  can  not  do  so  without  adding  one  othei 
reflection.  A  few  days  ago,  standing  upon  the  track  of  the  Texas  &  Pacific, 
and  turning  my  eyes  east  and  west,  surveying  its  long  line  of  1,487  miles 

*  See  note,  page  34. 


The  Railroad  as  an  Element  in  Education.  27 

traversing  the  most  fertile  portions  of  the  territory  of  Texas,  connecting 
the  waters  of  each  ocean,  I  was  forced  to  the  conviction  that,  for  mauy 
miles  on  either  side,  there  will  be  presented  a  phenomenon  not  unlike  the 
gulf  stream,  except  that  the  warm  waters  of  the  latter  will  be  replaced  by 
the  warm  hearts  of  an  iutelligeut,  enterprising,  and  thrifty  population. 

Some  will  select  the  fertile  prairies,  others  will  dwell  amid  the  sierras, 
in  search  of  the  rich  placers,  while  others  still  will  be  content  to  tend  their 
flocks  and  count  their  herds. 

Of  these  and  those  who  shall  come  after  them  there  will  be  an  unbroken 
(life-blood)  current  from  the  Pacific  to  the  Atlantic  and  from  the  Atlantic 
to  the  Pacific,  for  this  will  truly  be  the  highway  of  nations. 

Sir,  it  is  said  that  the  ancients  never  worshipped  the  setting  sun.  This  is 
more  than  true  of  our  own  modern  devotees.  Still  it  would  be  remissness, 
indeed,  upon  my  part,  to  close  this  address  without  asking  the  question,  to 
whose  statesmanship,  to  whose  forethought,  to  whose  prophetic  ken  was  due 
this  gigantic  enterprise,  this  girdling  the  continent,  uniting  ocean  with  ocean? 

Moving  west,  still  west,  and  yet  still  west,  pausing  in  front  and  at  the 
very  base  of  rugged  and  awe-crowned  Sierra  Blanca,  said  I,  "A  hundred 
thousand  years  hast  thou  stood  sentinel  over  this  vast  valley  and  plain — long 
hast  thou  guarded  this  Pass;  mayst  thou  yet  stand  a  thousand  thousand 
years,  witnessing  daily  the  transformations,  'the  sweet  influences,'  of  the 
peaceful  locomotive,  and  adding  perpetually  thy  testimony  to  the  sagacity 
of  the  originator  of  the  project  '  to  build  a  railroad  on  or  near  the  thirty- 
second  parallel  of  latitude.' " 

Monuments  and  mausoleums,  bronze  and  brass,  may  fitly  commemorate 
the  deeds  of  dead  heroes,  so  styled  by  the  world,  amid  the  glare  and  glitter, 
the  flush  and  flurry  of  the  battle-field,  but  the  long  lines  of  this  road, 
stretching  across  this  united  continent,  bearing  the  trains  heavily  freighted 
with  the  rich  returns  of  honest  toil,  will  ever  be  the  most  appropriate  monu- 
ment to  the  wisdom  and  skill  of  the  builders  and  present  managers — while 
perennially  the  flower-decked  prairie  will  add  its  fragrance  to  and  forever 
embalm  the  memory  of  Thomas  A.  Scott,  the  great  projector  of  the  Texas 
&  Pacific  Railway  Company. 


ADDENDA. 


Note  A. 


Since  the  delivery  and  the  publication  (1885)  of  Th^  Railroad  in  Educa- 
tion many  changes  have  taken  place — important  economical  results  have 
been  reached — beneficial  to  the  country,  because  cheapening  the  cost  of 
transportation. 

Says  Mr.  Edward  Atkinson : 

•'The  New  York  Central  and  Hudson  River  Railroad  may  be  taken  as  a  good  ex- 
ample of  an  important  line  of  railroad  under  most  efficient  management,  and  as  a 
standard  of  what  all  other  lines  may  accomplish  when  the  magnitude  of  their  traffic 
will  permit  them  to  make  as  great  a  reduction  in  rates.  The  average  charge  per 
ton  per  mile  on  this  line  from  1865  to  1868,  four  years,  was  3.0097  cents  per  ton  per 
mile.     From  1882  to  1885,  four  years,  the  charge  was  0.7895.     Difference  2.2202  cents 

"If  we  may  assume  that  the  people  of  the  United  States  have  been  saved  two  and 
one  fifth  cents  per  ton  per  mile  on  the  whole  railway  traffic  of  the  last  four  years, 
either  from  the  construction  of  railways  where  none  before  existed,  or  by  such  a  reduc- 
tion in  the  charge  for  their  service,  the  amount  of  money's  worth  saved  in  four  years 
has  been  $3,898,373,159,  which  sum  would  probably  equal  the  cash  cost  of  all  the  rail- 
ways built  in  the  United  States  since  1865,  to  which  sum  may  probably  be  added 
the  entire  payment  upon  the  national  debt  since  1865." 

Or,  these  conditions  fulfilled,  there  has  been  enough  saved  in  transpor- 
tation alone  in  the  short  space  of  four  years  to  give  every  man,  woman, 
and  child  in  the  United  States  $77.70  apiece. 

But  to  what  is  this  great  reduction  due?     How  has  this  revolution  on 
freight  charges  been  brought  about  ?     Simply  by  the  invariable  and  congiat- 
ent  law  of  commerce,  a  ?i07i-commissioned  regulation. 
(28) 


Addenda.  29 

Note  B. 

Taxable  property  in  1885 $621,011,989 

Taxable  property  in  1886 630,525,123 

As  observed,  the  gains  in  the  wealth  of  the  State  have  followed  the  years 
of  active  railroad  building. 

During  the  years  1885  and  1886  there  was  added  to  the  mileage  of 
Texas  nearly  an  equal  amount  each  year,  aggregating  1,234  miles,  or  swell- 
ing the  total  railway  system,  beginning  1887,  to  7,234  miles ;  placing  Texas 
as  the  sixth  State  in  the  Union  in  regard  to  railroads.  Illinois,  Iowa,  Penn- 
sylvania, New  York,  and  Ohio,  in  this  grouping  lie  immediately  above  her, 
Illinois  being  the  highest,  with  9,579  miles. 

This  year,  1887,  gives  evidence  so  far  as  being  a  year  of  greater  activity 
than  both  the  preceding,  and  hence  an  increased  taxable  value  largely  over 
1886  may  be  confidently  anticipated.  Texas  should  have  for  her  full  de- 
velopment double  the  present  mileage ;  indeed,  to  put  her  upon  the  same 
footing  as  Illinois,  she  should  have  over  40,000  miles — should  have  really 
44,444. 

Illinois  has  at  present  a  mile  of  railroad  to  every  321  inhabitants ;  Texas 
a  mile  to  every  277.  But  the  area  of  Texas — the  territory  to  be  traversed 
is  five  times  as  great  as  that  of  Illinois ;  hence  capitalists  need  not  hesitate 
about  "  occupying  the  ground."  There  is  still  room  for  investment  in  rail- 
road building  in  Texas. 

In  1878  I  prepared,  and  published  in  1879, 

Industrial  Education — (Origin  and  Progress). 

In  this  pamphlet  will  be  found  : 

"  Wheat  is  one  of  the  chief  staples  of  Texas.  Fully  peopled  and  fully 
developed,  Texas  can  furnish  for  exportation  for  the  markets  of  the  world 
64,000,000  bushels  of  wheat,  can  furnish  more  than  is  now  furnished  by  the 
United  States,  Russia,  and  Austria  combined.  '  Fully  developed '  is  the 
talismanic  word.  But  that  this  may  be  shown  to  be  within  bounds,  has 
been  actually  done,  I  cite  but  a  single  case  :  France,  less  in  area  than  Texas, 
in  1869  produced  297,000,000  bushels  of  wheat,  or  67,000,000  bushels  more 
than  the  whole  United  States,  as  given  by  the  census  of  1870." 


•30  Addenda. 

This  year  Mr.  Edward  Atkinson,  eminent  authority  on  all  statistics,  says: 

The  entire  wheat  crop  of  the  United  States  could  be  grown  on  wheat  land  of  the 
best  quality  selected  from  that  part  of  the  area  of  the  State  of  Texas  by  which  that 
single  State  exceeds  the  present  area  of  the  German  Empire." 

The  German  Empire  has  only  8,000  square  miles  more  than  France. 
Again  says  Mr.  Atkinson  : 

"  The  cotton  factories  of  the  world  now  require  about  12,000,000  bales  of  cotton  of 
American  weight.  Good  land  in  Texas  produces  one  bale  to  an  acre.  The  world's 
supply  of  cotton  could  therefore  be  grown  on  less  than  19,000  square  miles,  or  upon 
an  area  equal  to  only  seven  per  cent  of  the  area  of  Texas." 


Note  C. 

Contrary  to  our  then  reasonable  expectations  Mr.  Wm.  H.  Vanderbilt 
on  the  8th  of  December,  1885,  was  stricken  down,  really  "  in  the  prime  of 
life"  and  "  full  of  vigor." 

The  shock  with  which  his  immediate  friends  received  the  news  of  his 
death  is  the  best  evidence  of  how  unexpected  it  was,  while  the  tribute  of 
these  same  friends  closely  associated  with  him  is  given  as  the  best  exponent 
of  the  life  and  character  of  the  man. 

"His  sudden  death,  in  the  very  midst  of  the  activities  whose  influence 
reached  over  the  continent,  has  startled  the  whole  country,  and  in  the  hush 
of  strife  and  passions  the  press  and  public  give  tender  sympathy  to  the  be- 
reaved family,  and  pay  just  and  deserving  tribute  to  his  memory.  But  to 
us  who  were  his  associates  and  friends,  endeared  to  him  by  the  strongest  ties 
and  years  of  intimacy,  the  event  is  an  appalling  calamity,  full  of  sorrow 
and  the  profoundest  sense  of  personal  loss  ;  while  officially  we  feel  that  his 
sagacity,  his  strong  common  sense,  his  thorough  knowledge  of  the  business, 
his  willingness  to  lend  his  vast  resources  in  times  of  peril,  and  his  counsel 
and  assistance  were  of  invaluable  and  incalculable  service  in  conducting  and 
sustaining  these  great  enterprises. 

"  He  came  into  the  possession  of  the  largest  estate  ever  devised  to  a 


Addenda.  31 

single  individual,  and  has  administered  the  great  trust  with  modesty,  with- 
out arrogance,  and  with  generosity.  He  never  used  his  riches  as  a  means 
of  oppression,  or  to  destroy  or  injure  the  enterprises  or  business  of  others, 
but  it  constantly  flowed  into  the  enlargement  of  old  and  the  construction 
and  development  of  new  works,  semi-public  in  their  character,  which  opened 
new  avenues  of  local  and  national  wealth,  and  gave  opportunity  and  em- 
ployment directly  and  indirectly  to  millions  of  people.  To  the  employes 
of  his  railroads  he  was  exacting  in  discipline  and  the  performance  of  duty. 
He  was  merciless  to  negligence  or  bad  habits  in  a  vocation  where  millions 
of  lives  were  dependent  upon  alertness  and  fidelity.  But  within  these  limits 
he  was  a  just  and  generous  employer  and  superior  officer.  He  knew  how  to 
reward  faithfulness  and  remember  good  conduct,  and  always  held  the  re- 
spect and  allegiance  of  the  vast  bodies  of  men  who  called  him  chief.  With 
all  the  temptations  which  surround  unlimited  wealth  his  home-life  was  sim- 
ple, and  no  happier  domestic  circle  could  any  where  be  found.  The  loved 
companion  with  whom  he  began  his  active  life  in  the  first  dawn  of  his  man- 
hood was  his  help,  comfort,  and  happiness  through  all  his  career,  and  his 
children  have  one  and  all  honored  their  father  and  their  mother,  and  taken 
the  places  which  they  worthily  fill  in  their  several  spheres  of  activity  and 
usefulness." 

As  an  evidence  of  the  direction  given  by  the  example  of  the  family, 
grandfather  and  father,  we  find  the  follo^ving,  and  in  behalf  of  and  for  the 
benefit  of  the  same  employes,  that  a  social  school,  with  halls  and  libraries 
and  even  home  comforts  is  provided  by  Cornelius  : 

"As  an  outgrowth  of  this  work  the  Young  Men's  Christian  Association, 
and  because  of  the  felt  need  of  larger  and  better  accommodations,  Mr. 
Vanderbilt,  on  the  30th  of  June,  made  a  proposition  to  the  Board  of 
Directors  of  the  New  York  Central  Railroad,  that  if  they  would  set  apart  a 
plot  of  land  eighty  by  forty  feet,  on  the  corner  of  Forty-fifth  Street  and 
Madison  Avenue  as  a  site  for  a  building  to  be  used  by  the  railroad  men 
centering  at  the  Grand  Central  Depot,  he  would  at  his  own  expense  erect 
thereon  a  magnificent  building,  adapted  in  all  respects  to  the  growing  de- 
mands of  the  work  of  the  society  with  whose  progress  and  development  he 
was  so  familiar." 

The  proposition  was  accepted  on  behalf  of  the  company  in  an  appro- 


32  Addenda. 

priate  and  characteristic  letter  by  President  Depew,  who  said,  among  other 
things  : 

"  Individually  I  am  deeply  sensible  that  this  work  will  lighten  the  burdens  of  the 
administration  of  the  affairs  of  the  company,  and  promote  that  good  feeling  and  mu- 
tual and  interdependent  interest  between  the  executive  and  all  departments  of  our  busi- 
ness, which,  increasing  with  years,  will  furnish  more  acceptable  service  to  the  public 
and  add  to  the  value  of  the  property." 

Ground  was  broken  for  the  new  building  1st  September,  1886.  When 
finished  it  will  contain,  on  the  first  flioor,  reception-room,  offices  and  com- 
mittee rooms,  reading-room  and  library  containing  7,000  volumes,  and  a 
room  for  games.  In  the  basement  Avill  be  located  the  gymnasium  and  bowl- 
ing alleys,  bath-rooms  of  the  most  modern  kind,  including  a  large  plunge, 
and  a  boiler  for  heating  the  building.  The  second  floor  will  be  devoted  to 
the  large  hall  for  lectures,  concerts,  and  other  entertainments,  and  will 
contain  rooms  for  classes;  and  on  the  third  floor  quarters  will  be  pro- 
vided for  the  janitor,  while  in  the  upper  story  provisions  will  be  made  for 
men  to  sleep  who  occasionally  remain  in  the  city  over  night.  The  building 
will  be  of  brick,  trimmed  with  terra  cotta,  and  the  interior  finished  in  the 
most  handsome  and  modern  style. 

Turning  from  the  provision  completed  for  the  comforts  of  the  working 
classes,  and  of  his  employment,  Mr.  Vanderbilt  contributes  to  the  promotion 
of  taste  and  a  love  of  the  fine  arts,  presenting  to  the  Metropolitan  Museum 
of  Art,  in  New  York  City,  the  painting  by  Rosa  Bonheur,  entitled  ' '  The 
Horse  Fair,"  purchased  at  the  sale  of  the  Stewart  collection  at  a  cost  of 
$53,000.     His  reason  for  this  presentation  is  best  given  in  his  own  words: 

"  It  seems  to  me  to  be  a  work  of  art  which  should  be  in  a  position  where  it  can 
permanently  be  accessible  to  the  public.  In  the  gallery  of  the  Museum  this  object 
will  be  attained." 

An  appreciative  public,  as  these  facts  become  known,  must  forget  the 
millionaire  in  their  admiration  of  the  man. 


Addenda.  33 


Note  D. 


Has  it  not  been  established  that  good  deeds  are  hereditary — are  trans- 
mitted from  father  to  son?  The  school  established  at  Mont  Clare,  at  a  cost 
to  the  Baltimore  &  Ohio  of  $25,000,  has  been  by  the  company  voted  an 
annual  appropriation  for  its  support  of  $20,000. 

Soon  this,  for  the  employes,  is  followed  by  a  gift  of  $8,000  by  the 
President,  Mr.  Robert  Garrett,  to  ' '  The  New  Art  Museum"  of  Princeton 
College. 

Thus  again  is  exhibited  the  broad  philanthropy  of  the  benefactor,  suit- 
ably contributing  to  the  needs  of  one,  as  well  as  to  the  tastes  of  another 
class  of  persons. 


Note  E. 

While  Mr.  Seney  was  making  an  outright  gift  of  $450,000  to  Emory, 
and  the  Wesleyan  Female  College,  (ex-Governor)  Senator  Joseph  E.  Brown, 
the  President  of  "The  Western  &  Atlantic  Railroad,"  was  purchasing  in 
the  market  bonds  of  the  State  of  Georgia  belonging  to  the  University,  in 
order  to  establish  a  perpetual  fund  to  aid  in  educating  indigent  young  men, 
by  a  loan  on  certain  easy  conditions. 

The  number  benefited  now,  from  twenty  to  twenty  five,  will  increase 
annually. 

This  is  not  a  donation  ;  the  beneficiaries  agree  to  pay  back  the  amount 
received  with  4  per  cent  interest,  the  main  idea  being  to  help  those  who 
make  an  effort  to  help  themselves. 

The  original  fund  was  $50,000,  bearing  seven  per  cent  interest. 

This  gift,  or  loan  rather,  is  known  as  ' '  The  Charles  McDonald  Brown 
Scholarship  Fund." 

The  real  object  and  scope  of  this  fund  is  best  given  in  the  language  of 
the  sagacious  donor  : 

"The  object  is  to  help  indigent  young  men  who  are  poor  and  promising  and  who 
are  not  able  to  help  themselves,  and  who  have  not  friends  able  to  help  them.     The 

3 


34  Addenda. 

terms  of  the  donation  do  not  permit  any  young  man  to  receive  more  than  two  hun- 
dred dollars  per  annum  for  his  expenses  while  at  college.  The  tuition  is  free,  and 
where  a  young  man  has  one  hundred  dollars  per  annum,  or  can  command  that,  he  is 
permitted  to  have  an  additional  hundred  to  help  out  and  enable  him  to  finish  his 
education  when  he  could  not  otherwise  do  it. 

"  The  same  is  true,  whether  the  amount  he  can  furnish  be  more  or  less  than  one 
hundred  dollars,  as  he  would  be  allowed  to  receive  the  benefit  of  the  fund  to  the  ex- 
tent of  the  balance  necessary  to  make  up  the  two  hundred  dollars  per  annum.  The 
object  here,  as  they  are  poor  boys,  is  not  to  put  it  in  their  reach  to  be  extravagant, 
but  to  compel  them  to  get  along  on  two  hundred  a  year,  their  tuition  being  free, 
which  they  can  do  and  live  comfortably." 

Provision  is  made  for  a  system  of  competitive  examinations,  where  they 
can  be  had,  -which  are  reported  from  the  different  counties,  and  upon  these 
reports  the  trustees  of  the  University  make  up  their  decision  as  to  who  is 
most  entitled. 

Within  less  than  a  half  century  the  rich  fruits  of  this  scholarship  will  be 
observed  in  the  field  and  forum,  in  the  workshop  and  in  the  counting  house, 
in  all  the  peaceful,  productive  walks  of  life  of  the  great  empire  State  of 
Georgia. 


Note  F. 

The  four  kindergarten  schools  have  grown  into  eight,  with  an  attend- 
ance of  over  six  hundred  children.  Mrs.  Stanford  bears  the  entire  expense, 
receiving  as  a  grateful  compensation  that  many  mothers  now  write  her : 

"  '  My  children  shall  be  taught  to  love  Leland's  memory,  follow  his  example,  and 
imitate  his  lovely  character.'  " 


Note  G. 

"  His  liberal  culture,  his  broad  views,  and  an  abundance  of  means  at  his 
sommand,"  have  enabled  the  Governor  to  name  a  Board  of  Control  for 


Addenda.  35 

^'LelancTs  University."     Thirty  millions  of  property  has  been  designated 
as  the  foundation  of  this  school. 

The  design  of  it  is  truly  to  ' '  deal  with  the  practical  living  issues  of 
all  science,  social,  political,  and  physical."  Article  I  of  the  grant  sets 
forth : 

"The  Nature,  Object,  and  Purposes  of  the  Institution  hereby  founded  to  be: 

"  Its  nature,  that  of  a  University,  with  such  seminaries  of  learning  as  shall  make 
it  of  the  highest  grade,  including  mechanical  institutes,  museums,  galleries  of  art, 
laboratories  and  conservatories,  together  with  all  things  necessary  for  the  study  of 
agriculture  in  all  its  branches,  and  for  mechanical  training,  and  the  studies  and  exer- 
cises directed  to  the  cultivation  and  enlargement  of  the  mind. 

"  Its  object,  to  qualify  its  students  for  personal  success  and  direct  usefulness  in  life. 
"And  its  purposes,  to  promote  the  public  welfare  by  exercising  an  influence  in  be- 
half of  humanity  and  civilization,  teaching  the  blessings  of  liberty  regulated  by  law, 
and  inculcating  love  and  reverence  for  the  great  principles  of  government  as  derived 
from  the  inalienable  rights  of  man  to  life,  liberty,  and  the  pursuit  of  happiness." 

"Article  IV. 

"  POWERS    AND    DUTIES    OF   THE   TRUSTEES. 

"  Section  9.  To  appoint  a  President  of  the  University,  who  shall  not  be  one  of 
their  number,  and  to  remove  him  at  will. 

"  Sec.  10.  To  employ  professors  and  teachers  at  the  University. 

"Sec.  11.  To  fix  the  salaries  of  the  president,  professors,  and  teachers,  and  to  fix 
them  at  such  rates  as  will  secure  to  the  University  the  services  of  men  of  the  very 
highest  attainment.  ■ 

"  Sec.  14.  To  prohibit  sectarian  instruction,  but  to  have  taught  in  the  University 
the  immortality  of  the  soul,  the  existence  of  an  all-wise  and  benevolent  Creator,  and 
that  obedience  to  His  laws  is  the  highest  duty  of  man." 

Do  not  these  quotations  justify  the  prediction  of  1885 :  "  There  will  be 
too,  a  liberality  toward  the  distinguished  scholars  called  to  these  appoint 
ments — their  services  in  their  specialties  will  be  specially  rewarded.  The 
man  who  pays  the  trainers  of  his  horses  more  at  present  in  wages  and  per- 
quisites than  his  State  University  pays  her  professors  will  evidently  pay  to 
the  conductors  of  the  various  departments  of  this  University,  founded  and 
named  to  honor  his  only  child,  salaries  commensurate  with  the  founder's  ap- 
preciation of  mind  over  matter." 


36  Addenda. 

One  othei  remarkable  fact  about  this  grant,  that  while  our  endowments 
for  colleges  and  universities  have  been  usually  the  gifts  of  either  a  man  or 
woman  singly,  this  is  the  joint-grant  of: 

"  We,  Leland  Stanford  and  Jane  Lathrop  Stanford,  husband  and  wife,  grantors, 
desiring  to  promote  the  public  welfare  by  founding,  endowing,  and  having  maintained 
upon  our  estate,  known  as  the  Palo  Alto  Farm,  etc." 

The  foundations  have  been  laid : 

"  Menlo  Park,  Cal.,  May  15th. — The  corner-stone  of  the  first  building  of  the 
L«land  Stanford,  jr.,  University  was  laid  this  morning  at  Palo  Alto." 


Note  H. 
"Work  and  Wealth. 


These  are  not  the  same — they  are  not  "  equals" — they  are  mathematical 
'  equivalents." 

Work  is  the  cause,  wealth  the  result — work  the  instrument,  wealth  the 
effect — work  the  procuring  agent,  wealth  the  accumulated  product : 

"As  unto  the  bow  the  cord  is," 

So  is  work  unto  wealth, 

"  Useless  each  without  the  other." 

And  while  by  no  amount  of  discussion  can  work  and  wealth  be  shown  to 
be  the  same,  it  is  equally  true,  however,  that  there  must  be  peace — har- 
mony between  them. 

Work  is  most  effective,  most  productive  when  it  is  "sustained"  and 
"protected"  by  wealth. 

This  position  presupposes  organization,  and  there  is  as  much  reason  for 
organization  among  working  men  as  among  moneyed  men — but  this  organiza- 
tion must  be  in  the  direction  of  doing,  not  in  the  prevention  of  doing. 

Hence  "  the  strike"  is  wrong  in  theory  and  doubly  so  in  practice.     In 


Addenda.  37 

practice  it  not  only  requires  the  withdrawal  of  certain  individuals  from 
work  but  prevents  others  from  working. 

While  it  may  not  be  so  easy  to  establish  the  position,  that  no  one  has  a 
right,  in  health,  to  quit  work,  it  can  easily  be  shown  that  the  prevention  of 
others  is  clearly  wrong  and  a  direct  interference  with  personal  liberty. 

"  This  is  theory !  "  says  one. 

Take  an  example  of  the  late  strike  in  the  Southwest ;  take  the  evidence 
of  disinterested  and  also  of  interested  sources : 

"  The  loss  to  the  Missouri  Pacific  Kailway  through  last  year's  strike  is  placed  in 
the  annual  report  of  the  company  at  $500,000,  while  the  losses  to  the  strikers  are 
estimated  at  $900,000,  making  a  total  of  $1,400,000. 

"The  Curtin  Congressional  Committbb." 

Mr.  Martin  Irons,  a  conspicuous  leader  at  the  time  of  these  men,  says  : 

"  Of  the  4,800  engaged  in  this  strike,  there  are  4,000  of  them  to-day  without  lucra- 
tive employment." 

The  loss  here  stands  in  the  relation  of  five  to  nine — wealth  coming  out 
"  ahead  "  nearly  as  two  to  one,  but  the  country — the  whole  people — with  an 
aggregate  destruction  of  $1,400,000  of  productive  values — a  shortage  of  the 
actual  necessaries  of  life  to  this  amount. 

The  remedy  for  these  troubles  can  not  be  discussed  here. 

The  want  of  harmony,  of  entire  cordiality  between  work  and  wealth,  has 
had  its  origin  of  late  in  this  country  in  the  results  of  the  civil  war. 

Prices  of  every  thing  for  whatever  purpose  became  fabulously  high  during 
tne  war.     The  demand  was  far  greater  than  the  supply. 

The  war  ended  and  a  return  to  normal  conditions,  not  suddenly  even,  but 
a  tendency  continually  in  this  direction,  wrought  a  change  in  the  demands. 
The  increased  and  increasing  number  of  working  men  with  a  less  and  less 
demand  for  them,  even  at  lower  wages,  has  brought  about  a  feeling  of  un- 
rest— a  spirit  of  discontent.  The  idea  has  become  prevalent  that  the  poor 
(the  working  man)  has  become  poorer,  because  he  gets  less  for  his  same 
work,  forgetting  the  fact  that  he  can  purchase  more  with  the  same  amount 
of  money ;  and  that  the  rich  (wealthy  man)  has  become  I'icher,  which  again 
is  not  the  fact,  it  is  only  an  aggregation  of  the  riches,  wealth  of  many  men, 
controlled,  it  may  be,  by  one  man. 


45GG91 


38  Addenda. 

And  as  the  railroad  corporations  seem  to  have  gotten  this  control  in  long 
lines,  accumulated  wealth,  they  have  been  attacked  as  the  common  enemy 
of  the  poor  man. 

It  is  true  these  lines  have  been  lengthened,  and  these  corporations  have 
become  larger,  and  immense  amounts  of  money  have  been  invested  in  them, 
not  realized  or  made  by  them — so  much  that  they  have  attracted  the  criti- 
cisms and  provoked  the  envy  of  the  discontented,  receiving  at  the  same 
time  the  denunciations  of  a  large  number  of  people  who  ought  to  know  bet- 
ter the  actual  situation. 

As  compared  with  other  aggregations  of  wealth  the  railroad  should  be 
ranked  high,  and  the  accumulation  of  vast  properties,  franchises,  and  even 
privileges  should  be  readily  conceded  to  these  corporations.  For  the  whole 
economy  of  nature  and  art  is  comprised  under  these  three  heads  :  Transmu- 
tation, Transformation,  and  Transportation. 

The  former  is  chemical,  the  second  mechanical,  and  the  third,  that  which 
deals  with  the  products  ready  for  the  use  of  man,  comes  under  and  justly 
belongs  to  the  transporting  power,  whether  by  sail  or  steam,  whether  on 
water  or  land. 

The  activity  of  railroad  building  lately  has  been  the  salvation  of  the 
farmer  and  mechanic — has  been  a  means  of  distributing  this  accumulated 
wealth  that  would  have  been  forever  "hoarded"  but  for  them.  This  is 
especially  true  of  the  South :  railroads  have  been  built  far  in  advance  of  the 
demand  for  them,  and  years  must  elapse  before  they  reach  even  an  expense 
basis,  much  less  a  "  dividend-declaring"  basis,  having  penetrated  far  into  the 
unpeopled  sections  in  order  to  provide  for  the  approach  of  the  coming  settler. 

These  same  railroads,  all  along  their  lines,  are  boring  for  water,  demon- 
fertrating  the  fact,  or  putting  beyond  experiment  the  question  that  an  abun- 
dance of  the  purest  water  can  be  obtained  all  across  what  have  heretofore 
been  reckoned  barren  plains.  These  railroads  are  doing  all  this  for  the 
benefit  of  the  new  citizen,  who  with  his  small  means  can  not  afibrd  to  incur 
the  expense  of  such  investigation. 

There  is  a  strange  inconsistency  in  the  action  of  the  men  who  are  without 
railroads  and  those  who  have  them.  The  former  work  for  their  location, 
talk  for  them,  and  even  pay  money  in  subsidy  to  secure  them ;  the  latter 
abuse  them  as  monopolies,  as  oppressors  of  the  poor. 


Addenda.  39 

There  never  has  been  a  field  in  which  the  poor  man  (the  working  man) 
has  had  such  a  chance  to  come  to  the  front  as  in  the  building,  the  equipping, 
and  the  managing  of  railroads.  Xeither  the  forum,  nor  the  legislative  hall, 
nor  the  battle-field  has  ever  offered  such  opportunities  to  men,  whose  ener- 
gies have  been  directed  by  their  brains,  as  the  railway  service. 

Comparisons  not  Odious. 

On  page  fifteen  of  this  address  occurs  the  following  : 

"  That  can  not  be  very  oppressive  to  the  laboring  man  which  transports 
his  year's  provisions,  for  one  day's  labor,  from  Chicago  to  any  Eastern  point. 
That  can  not  be  a  discrimination  against  the  consumer,  at  least,  which  trans- 
ports from  Chicago  to  New  York  seventeen  barrels  of  flour  at  the  rate  of 
one  mile  for  one  cent." 

Convert  a  barrel  of 

FLOUR   into   bread. 

A  $7  barrel  of  flour  will  make  one  hundred  and  eighty  loaves  of  bread. 
At  ten  cents  a  loaf,  the  estimated  cost  of  converting  this  barrel  of  flour  into 
one  hundred  and  eighty  loaves  of  bread  is  S3,  showing  a  net  profit  of  $8. 
Total  charge  by  railroad  for  transporting  that  barrel  of  flour  from  St.  Louis 
to  New  York,  40  cents. 

Or  the  retail  dealer  received  twenty  times  as  much  for  his  little  manipu- 
lations as  does  the  railroad  that  transports  it  1,000  miles.  The  receiving 
and  delivering  both  being  an  extra  expense  to  the  railroad. 

BEEF. 

Good  beef  that  costs  about  9  cents  per  pound  retails  at  16  cents,  a  profit 
of  over  75  per  cent. 

Fresh  beef  is  transported  from  the  Western  market,  say  Chicago  to  New 
York  or  Boston,  for  40  cents  per  100  pounds,  or  less  than  a  half  cent  a 
pound.     Should  the  consumer  complain  of  this  ? 

HAMS. 

The  average  rate  of  freight  on  hams  is,  say  20  cents  per  hundred  weight ; 
the  average  weight  of  hams  about  12  pounds,  or  eight  hams  per  hundred 
weight.     That  is,  the  freight  on  eight  hams  is  about  20  cents ;  on  a  single 


40  Addenda. 

ham,  one  eighth  of  that,  or  2^  cents ;  gross  charge  by  railroads,  2^  cents  on 
the  whole  ham,  against  a  profit  of  4  or  5  cents  on  a  single  pound  paid  by 
the  consumer.  Or  the  freight  from  the  Western  to  the  Eastern  cities  is 
about  one  sixtieth  of  the  cost  of  the  ham. 

TEA. 

The  av^age  cost  of  tea  to  the  consumer  is  80  cents  per  pound.  Aveiage 
profit  30  cents  per  pound.  Freight  charged  by  the  railroads  for  carrying 
this  tea  1,000  miles  is  45  cents  per  hundred  weight,  the  profit  on  a  single 
pound  exacted  from  the  consumer  is  two  thirds  of  the  gross  charge  by  rail- 
road for  carrying  100  pounds  1,000  miles. 

BOOTS   AND   SHOES. 

The  profit  on  a  single  pair  of  $4  boots  or  shoes  is  equal  to  three  times  the 
freight  charges  on  a  dozen  or  even  twenty  pair  for  1,000  miles. 

CLOTHrNG. 

A  good  suit  of  clothes  can  be  bought  for  $20.  Weight  of  suit  five 
pounds.  Maximum  rate  for  carrying  this  class  of  goods  to  Chicago,  St. 
Louis,  and  Western  points  from  'New  York,  say  1,000  miles,  50  cents  per 
hundred  weight. 

This  suit  weighs  5  pounds,  20  suits  weigh  100  pounds,  transportation 
1,000  miles  50  cents,  2^  cents  each ;  average  profit  per  suit  to  the  dealer  $<S. 
Profit  to  dealers  320  times  the  transportation. 

And  yet  nobody  complains  of  these  profits.  No  regulation  is  discussed, 
no  "  Interstate  Commerce  Bill"  is  passed  to  prevent  these  discriminations, 
these  monopolies.  The  regulation  of  these  is  left  to  the  laws  of  trade, 
to  competition,  and  in  which  the  "  shorter"  the  "  haul,"  the  larger  and  the 
"  longer"  this  profit  is  exacted  of  the  consumer,  the  working  man. 

The  Interstate  Commerce  Bill. 

The  constitutional  authority  upon  which  this  is  based  reads : 

Article  I,  Section  8,  Clause  3  :  "  The  Congress  shall  have  power  to  regulate  com- 
merce with  foreign  nations,  and  among  the  several  States  and  with  the  Indian  tribes." 

This  constitution  was  adopted  in  1787,  or  one  hundred  years  ago,  twenty- 


Addenda.  41 

nine  years  before  the  first  canal,  thirty-two  years  before  the  first  steamship 
crossed  the  Atlantic,  twenty  years  before  the  Clermont  ascended  the  Hud- 
son, and  forty-two  years  before  a  railroad,  even  of  the  rudest  equipment, 
was  constructed  in  this  country,  and  hence  could  not  have  been  designed  to 
control  the  present  railroads,  or  even  regulate  the  commerce  transported  by 
them.  Section  9,  clause  5,  of  the  Constitution  clearly  sustains  this  inter- 
pretation, viz.,  that  our  present  Constitution  never  so  much  as  anticipated 
railroads  or  their  management  by  congressional  enactment : 

"  No  tax  or  duty  shall  be  laid  on  articles  exported  from  any  State.  No  preference 
shall  be  given  by  any  regulation  of  commerce  or  revenue  to  the  ports  of  one  State 
over  those  of  another ;  nor  shall  vessels  bound  to  or  from  one  State  be  obliged  to  en- 
ter, clear  or  pay  duties  in  another." 

"  Vessels"  and  "  ports" — steam  vessels  are  not  even  mentioned. 

But  that  railroads  as  now  operated  should  be  regulated  by  law  no  one 
assumes  to  dispute.     They  are  "  public  highways,"  "  common  carriers,"  but 
they  are  not  the  property  of  the  public,  they  are  not  built  by  the  public 
not  maintained  by  the  public,  and  should  not  be  controlled  by  the  public  in 
the  sense  that  the  navy,  the  army,  or  even  a  light-house  is  sustained. 

"  Rights,"  "  privileges,"  "  franchises,"  and  "  charters"  are  granted  them 
with  extraordinary  powers,  still  their  ownership,  liabilities,  and  duties  ar; 
vested  in  private  individuals,  and  these  should  be  allowed  to  operate  them 
as  any  other  business,  for  the  profit  in  them. 

There  are  scores  of  railroads  the  property  wholly  of  one  man,  or  family, 
and  hence  whatever  may  be  said  of  their  relation  or  duty  to  the  public  they 
owe  no  more  than  other  individuals,  or  other  corporations  composed  as  they 
are,  of  individuals. 

"  The  Interstate  Commerce  Bill  "  errs  in  attempting  to  regulate  tariffs, 
to  say  at  what  cost  certain  service  shall  be  performed,  ignoring  the  expense 
of  building,  equipping,  maintaining,  and  ojjerating  the  several  different 
roads,  all  subject  to  entirely  different  conditions.  That  is,  in  its  aim  to  pre- 
vent discrimination  it  does  discriminate.  That  while  it  proposes  to  prevent 
small  local  hardships,  it  entails  upon  the  general  and  great  public,  tbe 
numberless  consumers,  still  greater  hardships,  heavier  freights.  That  the 
object  of  the  bill  is  good  no  one  doubts,  but  that  it  is  full  of  difficulties, 
"  hardships,"  and  even  in  the  interpretation  of  a  wise  and  judicious  com- 


42  Addenda. 

mission  will  take  many  years,  with  other  congressional  amendments  and 
"  suspensions"  to  harmonize  and  to  understand  the  true  meaning  of  "  Under 
substantially  similar  circumstances  and  conditions." 

There  is  still  another  side,  and  one  in  this  era  of  anti-monopoly  that 
should  not  be  overlooked  by  the  statesman,  nor  be  lost  sight  of  by  the 
patriot.  That  when  our  Republic  was  threatened,  was  in  the  very  throes  of 
destruction,  civil  war  and  dissolution,  the  Government  called  to  its  aid  these 
same  "  builders,"  these  railroad  owners  and  managers,  to  aid,  to  come  to  the 
rescue,  to  build  more  roads,  to  bind  this  continent  together  by  transconti- 
nental railways.  A  net-work  was  soon  the  result.  Soldiers  and  the  mu- 
nitious  of  war  could  be  placed  at  any  desired  point  within  a  few  hours.  The 
effect  of  their  potency  and  efficiency  is  seen  to-day  in  an  unbroken  conti- 
nent, one  government,  and  a  happy,  united  people. 

The  railroad  during  this  time  solved  still  another  heretofore  vexed  ques- 
tion— the  Indian  question.  The  locomotive  has  been  to  the  Indian  upon 
our  plains  what  the  white  sails  of  commerce  have  been  to  the  inhabitants  of 
the  isles  of  the  sea — the  calumet  of  peace. 

"  The  camp  has  had  its  day  of  song  ; 

The  sword,  the  bayonet,  the  plume 
Have  crowded  out  of  rhyme  too  long 

The  plow,  the  anvil,  and  the  loom. 
Oh !  not  upon  our  tented  fields 

Are  Freedom's  heroes  bred  alone ; 
The  training  of  the  work-shop  yields 

More  heroes  true  than  war  has  known. 

"  Who  drives  the  bolt,  who  shapes  the  steel, 

May,  with  a  heart  as  valiant,  strike 
As  he  who  sees  a  foeman  reel 

In  blood  before  his  blow  of  might. 
The  skill  that  conquers  space  and  time, 

That  graces  life,  that  lightens  toil, 
May  spring  from  courage  more  sublime 

Than  that  which  makes  a  realm  its  spoil." 


Other  Heroes  than  the  "World's, 


Addetida.  43 

Some  men  are  great  in  conception  —  some  in  execution  —  in  Doth  were 

H.  M.  HoxTE,  George  Noble,  G.  J.  Fokeacke, 

Circumstances  do  not  make  men,  neither  do  men  make  circumstances. 
The  proper  direction  of  circumstances  makes  men.  And  whoever  becomes 
great  in  whatsoever  walk  of  life  is  the  man  who  is  able  to  see,  to  grasp  and 
direct  circumstances.  Such  a  man  was  H.  M.  Hoxie,  another  was  George 
Noble,  and  still  another  was  G.  J.  Foreacre.  There  were  in  their  lives  re- 
markable likenesses,  peculiarities,  contrasts,  in  their  deaths  coincidences 
worthy  of  mention  here. 

Mr.  Hoxie  died  (1886)  November  23d,  aged  fifty-six ;  Mr.  Noble  died 
eleven  days  later,  December  4th,  aged  fifty-six,  and  Mr.  Foreacre  died  Decem- 
ber 15th,  eleven  days  later,  aged  fifty-eight.  However,  their  arduous  toils, 
their  disappointments,  their  successful  labors,  and  their  rich  rewards  can 
best  be  narrated  separately. 

H.  M.  Hoxie. 

Mr.  H.  M.  Hoxie  was  a  native  of  Macedon,  New  York.  He  early  in 
life  moved  to  Iowa  ;  showed  in  boyhood  energy,  decision  of  character,  and, 
during  the  war,  on  account  of  his  conspicuous  ability  and  tact  in  the  con- 
trol and  management  of  men,  was  appointed  Provost  Marshal  of  the  State. 
In  this  position  he  performed  his  duties  in  such  an  impartial  manner  as  to 
attract  the  attention  of  the  civil  as  Avell  as  military  ofiicials. 

When  the  building  of  the  Union  Pacific  Railway  was  undertaken,  Mr. 
Hoxie  was  offered  a  position  of  trust  and  responsibility,  which  he  filled  in 
such  a  manner  as  to  win  for  himself  the  respect  and  admiration  of  General 
G.  M.  Dodge,  the  Chief  Engineer,  to  whose  brains  and  energy  the  incep- 
tion and  completion  of  the  Union  Pacific  are  mainly  due. 

A  change  in  the  administration  of  this  road  was  brought  about  and  Mr. 
Hoxie,  at  the  earnest  solicitation  of  Mr.  Wm.  E.  Dodge  and  others,  took 
charge  of  the  International  Railroad  then  building  in  Texas.  He  remained 
with  this  road  some  twelve  years.  By  his  economical  management  and  wise 
forethought  he  succeeded  in  making  this  road  one  of  the  best  in  Texas, 
greatly  strengthening  himself  in  the  estimation  of  both  the  stock  and  bond- 


44  Addenda. 

holders.  The  International  was  at  this  time  of  no  small  importance,  em- 
bracing in  its  system  seven  hundred  and  eighty-two  miles. 

During  this  long  connection,  these  twelve  years,  Mr.  Hoxie  endeared 
himself  to  the  people  of  progressive  ideas  on  account  of  his  decided  favor 
and  approval  of  every  enterprise  for  the  development  of  the  country  and 
the  advancement  of  the  people.  The  Christian  minister,  the  temperance 
lecturer,  and  the  school-master  were  the  recipients  of  his  favors  and  his 
substantial  support.  "  Put  me  down  in  favor  of  public  schools  and  against 
whisky,"  was  his  pronounced  position. 

When  the  great  Southwestern  system  was  formed  out  of  the  International, 
the  Texas  Pacific,  the  Missouri  Pacific,  the  St.  Louis,  Iron  Mountain, 
Great  Southern,  and  other  roads,  aggregating  some  six  thousand  five 
hundred  miles,  Mr.  Gould  selected  Mr.  Hoxie  as  one  of  the  higher  officials. 
His  successful  management  continuing  through  years,  his  promotion  keep- 
ing apace  all  the  time,  till  at  his  death  we  find  him  Vice-President  and 
General  Manager,  the  sole  executive  of  the  entire  system.  While  his  death 
was  doubtless  occasioned  by  the  arduous  labor  growing  out  of  the  intricate, 
the  delicate  problems  of  the  great  strike,  1886,  on  the  system,  the  seeds  of 
disease  were  sown  long  before  this.  His  physical  frame  was  never  strong 
enough  to  fully  meet  the  demands  of  his  brain-power. 

His  greatest  service  to  his 

COMPANY,  THE   RAILROADS,    AND   THE   COUNTRY 

was  performed  in  his  exercise  of  a  clear  conception  of  right,  and  an  inflexi- 
ble adherence  to  this  conception,  his  fairness  and  uniform  courtesy  to 
those  opposing  him.  He  was  not  unwilling  to  change,  even  to  yield ;  his 
was  not  a  stubborn,  stolid  obstinacy,  it  was  a  consistent  firmness,  based  upon 
that  highest  of  intellectual  powers,  an  unerring  perception  of  the  truth, 
however  surrounded  and  complicated  with  the  environments  of  policy. 
These  mental  convictions  were  sustained  by  a  necessary,  an  equal  moral 
courage.  In  short,  the  life  of  Mr.  Hoxie  can  be  summed  up  in  these  thres 
words — -firmness,  fairness,  faithfulness. 

The  strike  on  the  Southwestern  system  settled  two  great  questions : 
First,  the  right  of  employers,  the  owners  of  property,  whether  corpor 
ate  or  individual,  to  manage  it  in  their  own  way  under  the  laws. 


Addenda.  45 

Second,  it  settled  also  as  divine  a  right  as  sacred  a  duty,  that  of  em- 
ployes to  demand  for  their  labor  the  greatest  compensation  ;  this  not  granted, 
to  stop  work  or  continue  as  preferred. 

In  this  contest  there  was  a  strange  inconsistency  upon  the  part  of  the  em- 
ployes, a  discrimination  in  their  own  actions :  If  it  were  right  to  derail,  to 
stop  freight  trains,  why  not  right  to  stop,  to  destroy  passenger  and  mail 
trains  too  ? 

Harmony  restored,  Mr.  Hoxie  sought  to  regain  his  shattered  health  by 
travel  and  by  the  aid  of  the  best  surgical  skill  in  our  country,  but  without 
restoration.  Still,  in  his  sick-chamber  his  mind  went  back  to  the  faithful  in 
his  employment.  One  of  his  last  inquiries,  perhaps  the  very  last,  away  in 
New  York  City,  he  telegraphed  his  Chief  Superintendent  in  that  depart- 
ment: "What  has  become  of  the  boy-operator,  E.  H.  Sladek,  that  saved 
bridge  Thirty-seven  on  the  night  of  the  14th  of  February,  1885?"  The 
answer  was  sent :  "  He  is  occupying  an  humble  position  as  night  operator." 
Mr.  Hoxie  directed  his  promotion  at  once,  he  was  sent  to  Sedalia,  an^ 
occupies  a  lucrative  position  in  the  Superintendent's  office.  What  a  con 
trast !  Napoleon  on  the  lonely  island  of  his  last  banishment,  that  stormy 
night  on  which  his  spirit  left  his  doubly  exiled  body,  kept  muttering : 
"  Tete  de  l'Armee,"  Head  of  the  Army.  Mr.  Hoxie,  forgetful  of  himself, 
inquires :  What  has  become  of  the  boy  that  saved  the  burning  bridge  ? 

But  let  those  speak  who  were  nearer,  more  competent  to  judge,  and 
abler  to  express  the  appreciation  of  his  associates  and  their  estimate  of  him  : 

"  Whereas,  we  have  to-day  received  the  sad  news  of  the  death  of  H.  M.  Hoxie,  first 
Vice-President  of  the  Company  ; 

"Whereas,  we  have  been  associated  with  Mr.  Hoxie  as  employes  during  the  past  five 
years,  in  which  he  has  been  connected  with  the  management  of  the  Missouri  Pacific 
system  as  General  Manager,  third  Vice-President,  and  first  Vice-President,  some  of  us 
having  held  positions  in  connection  with  hia  management  of  railways  for  a  still  longer 
period,  and 

"  Whereas,  the  successful  results  which  nave  attended  his  management  of  railway 
affairs  are  a  source  of  gratification  and  pride  to  all  who  have  worked  in  harmonious 
relations  with  him  in  carrying  out  the  policy  which  he  adopted,  and 

"  Whereas,  the  uniform  courtesy  and  kindness  of  Mr.  Hoxie  toward  all  employes 
with  whom  he  came  into  personal  relations,  and  the  interest  and  appreciation  shown 
by  him  in  the  work  and  welfare  of  all,  whether  personally  known  to  him  or  not,  have 


46  Addenda. 

established  between  himself  and  those  connected  with  his  management  the  relationship 
of  friends  as  well  as  co-laborers,  therefore, 

"Resolved,  That  in  the  death  of  H.  M.  Hoxie,  first  Vice-President,  this  Company  has 
lost  an  executive  whose  ability,  judgment,  and  strength  of  purpose  have  been  of  great 
and  lasting  benefit  not  only  to  this  system  of  railways  but  to  the  railway  interest  of  the 
entire  country.  The  employes  have  lost  a  leader  whose  methods  have  tended  to  en- 
large the  dignity  of  the  business  in  which  we  are  engaged,  and  whose  example  has 
been  an  incentive  to  the  attainment  of  the  highest  rewards  of  our  profession  through 
diligence,  fidelity,  and  labor.  We  have  lost  a  friend  whose  personal  qualities  endeared 
him  to  all  who  were  brought  into  relations  with  him,  and  bound  all  who  were  within 
the  circle  of  his  oflEicial  authority  by  ties  of  admiration  and  respect. 

"Resolved,  That  the  signatures  of  all  who  are  present  be  attached  to  these  resolu- 
tions, and  that  the  original  be  forwarded  to  Mrs.  Hoxie  as  a  memorial." 

These  resolutions  were  signed  by  the  officers  and  employes  of  the  Mis- 
souri Pacific  system. 

George  Noble 

"Was  born  in  Franklin  County,  Pennsylvania,  1830.  While  yet  a  boy  he 
embarked  in  the  railroad  business,  commencing  like  all  beginners  at  the  bot- 
tom round  of  the  ladder  in  a  subordinate  position  on  the  Pennsylvania  Rail- 
road. He  remained  with  this  road  until  1862  or  1863,  when  he  severed  his 
connection  with  it  and  went  West  to  look  after  the  mining  interests  of  his 
uncle.  Col.  Thomas  A,  Scott,  in  California  and  Arizona.  He  returned  from 
the  West  in  1866,  and  was  appointed  Superintendent  of  the  eastern  division 
of  the  Kansas  Pacific  Railroad.  He  served  in  this  capacity  until  March  1, 
1874,  when  he  resigned  to  accept  the  general  superintendency  of  the  Texas 
&  Pacific  Railroad,  which  office  he  held  until  May,  1881.  Col.  Thos.  A.  Scott 
(1872)  came  into  the  possession  of  the  Texas  &  Pacific  Railroad,  formed  out  of 
three  distinct  corporations,  all  together  controlling  only  forty-four  miles  of 
road-bed.  Thirteen  miles  were  added  before  Col.  Noble  took  charge  (1874). 
Under  his  administration  the  line  had  reached.  May,  1880,  four  hundred 
and  forty-four  miles;  May,  1881,  eight  hundred  miles  with  contracts  per- 
fected for  the  completion  of  the  lines  from  New  Orleans  to  El  Paso  ;  or  in 
the  aggregate,  in  January,  1882,  arrangements  had  been  made  for  the 
completion  of  the  whole,  one  thousand  four  hundred  and  eighty-seven  miles, 
virtually  (via  Southern  Pacific)  connecting  the  waters  of  the  two  oceans. 


Addenda.  47 

Col.  Scott's  health  failing  rapidly,  he  sold  his  interest  in  the  Texas  <St 
Pacific  to  Mr.  Gould. 

With  "  the  great  projector  "  of  the  system  gone,  Col.  Noble  tendered  Ms 
resignation,  retired  with  his  uncle.  His  connection  with  the  road  began  at 
a  most  inauspicious  time.  It  was  virtually  without  road-bed,  without  roll- 
ing stock,  and  paralyzed  with  an  accumulated  debt,  without  credit,  and 
without  friends. 

At  the  close  of  the  seventh  year  he  left  it  the  longest  line  in  the  State. 

Details  are  out  of  place  here,  but  when  it  is  estimated  that  it  requires  of 
material,  twelve  thousand  cars,  equal  to  one  hundred  and  twenty  thousand 
tons  for  each  one  hundred  miles,  equivalent  to  twelve  million  tons  hauled 
one  mile,  some  conception  of  the  extra  work  done  by  the  road  can  be  gained, 
and  all  in  addition  to  a  heavy  commercial  traffic  besides.  All  this  extra 
transportation  had  to  be  provided  for  by  the  General  Superintendent 
through  his  subordinates. 

What  a  grand  peace  army  ! 

Still  all  were  not  sunshiny  days.  Col.  Noble  had  in  that  great  army 
discordant,  discontented  men.  When  the  strike  of  1877  swept  over  the 
whole  country,  the  Texas  &  Pacific,  with  other  roads  in  the  State,  suffered 
its  full  share  of  loss  of  property  and  traffic. 

An  incident  occurring  then  must  not  be  omitted.  Col.  Noble  was  absent, 
returning  on  Saturday  night.  Sunday  morning  he  was  met  by  a  committee 
of  the  men  making  certain  demands.  His  reply,  so  characteristic  of  him, 
was :  "  No,  gentlemen,  I  will  not  give  you  an  answer  on  the  Sabbath  day. 
I  do  not  engage  to  transact  any  business  on  that  day,  but  if  you  will  wait 
until  to-morrow  morning  (Monday)  I  will  give  you  a  reply."  The  excited 
crowd  withdrew.  He  went  to  church  as  usual.  Monday  he  gave  his  answer, 
and  men,  who  the  previous  day  were  frenzied  with  their  imaginary  wrongs, 
throwing  their  hats  into  the  air,  hurrahed  for  George  Noble. 

It  was  a  fixed  habit  of  the  Colonel  never  to  go  to  his  office  on  Sunday, 
never  to  transact  any  business  on  this  day.  In  the  morning  he  attended 
Sabbath-school,  and  at  11  o'clock  he  was  in  his  accustomed  seat  listening  to 
his  pastor  as  he  dispensed  the  light  and  truth  of  the  Gospel. 

For  nearly  five  years  after  his  resignation  he  engaged  in  private  business, 
having  large  interests  in-  both  mining  and  cattle. 


48  Addenda. 

The  Texas  &  Pacific  going  into  the  hands  of  receivers,  January,  1886, 
Governor  John  C.  Brown  called  again  to  his  aid  his  tried  friend,  believing 
that  the  buildei'  was  the  best  rebuilder,  and  hence  we  find  the  Colonel  put  as 
agent  of  the  receivers,  and  soon  as  General  Manager  of  the  Texas  & 
Pacific,  with  headquarters  at  Dallas.  The  work  of  rebuilding  had  hardly 
begun  before  upon  them  was  the  "the  strike,"  which,  although  originating 
upon  the  Texas  &  Pacific,  was  soon  transferred  to  the  Missouri  Pacific,  or 
Southwestern  system.  The  Texas  &  Pacific,  being  in  the  hands  of  the 
United  States  Court,  received  the  prompt  and  efiicient  protection  of  the 
Government,  and  the  interference  was  of  short  duration. 

Still,  while  the  whole  people  were  excited  over  the  troubles,  railroad 
managers  and  employes  alike.  Col.  Noble  stood  in  the  storm  with  all  his 
senses  about  him,  firm,  unembarrassed — looked  upon  as  a  reliable  friend  by 
the  employes,  and  known  to  be  faithful  by  the  employers.  His  address,  his 
work,  his  uniform  good  temper  did  much  toward  bringing  about  harmony. 
Like  Neptune  of  the  seas,  his  very  presence  calmed  the  tumultuous  crowd, 
and  dispelled  the  angry  passions  of  the  excited  multitude. 

His  loss  to  the  people  among  whom  he  lived,  and  for  whom  he  worked, 
can  not  be  estimated,  and  there  w'ill  not  be  an  employe  on  the  railroad  of 
which  he  was  one  of  the  heads,  who  will  not  feel  that  a  friend  truly  is  gone. 

Visiting  his  office  a  few  days  since,  the  draped  walls,  the  vacant  chair, 
all,  all  too  truthfully  forced  upon  me  the  realization,  and  involuntarily  I 

repeated : 

"  But,  O,  for  the  touch  of  a  vanished  hand 
And  the  sound  of  a  voice  that  is  still !  " 

But  let  the  man  of  God,  one  of  his  spiritual  advisers,  add  his  tribute : 

"It  was  my  privilege  to  have  known  our  deceased  brother  for  many  years.  To 
know  him  was  to  love  him.  His  friendship  honored  those  who  were  allowed  to  share 
it.  He  was  a  brave  defender  of  good  government,  yet  always  with  respectful  regard 
for  the  rights  of  others.  To  his  superiors  in  office  he  was  loyal  and  true,  to  his  equals 
generous  and  courteous,  to  his  subordinates  considerate  and  kind.  While  a  master  of 
minute  detail  in  matters  of  business,  he  grasped  with  the  mind  of  a  statesman  meas- 
ares  of  wide  policy.  He  was  the  friend  of  Texas.  He  loved  her  climate ;  he  loved 
/ler  soil.  He  was  among  the  first  to  perceive  her  grand  possibilities  and  to  execute 
measures  by  which  their  realization  became  practicable.  His  mind  was  early  aware  of 
her  vast  latent  resources,  and  his  best  years  were  given  to  perfecting  agencies  for  their 


Addenda.  49 

development.  But  why  speak  of  these  things  with  my  stammering  tongue  ?  The 
growing  towns  from  Texarkana  to  El  Paso,  owing  their  prosperity  largely  to  his 
genius,  weave  the  chaplet  of  laurel  we  lay  upon  his  brow.  The  happy  families  all 
along  the  line,  helped  to  comfort  by  his  toil,  place  their  sprig  of  evergreen  within  his 
sepulcher.  The  laborers,  who  loved  to  serve  beneath  his  gentle  hand,  gem  with  tears 
the  floral  honors  on  his  bier.  This  is  the  homage  which  virtue  alone  can  attain,  and 
is  rendered  only  to  the  good.  He  is  not  dead  but  sleepeth ;  not  lost  to  us,  but  gone 
before.  He  filled  out  the  rounded  requirements  of  God's  law.  '  "What  doth  the  Lord 
require  of  thee  but  to  do  justly,  and  to  love  mercy,  and  to  walk  humbly  with  thy 
God?'  No  man  ever  accused  him  of  an  injustice  to  the  value  of  a  hair;  none  was 
ever  weak  who  did  not  experience  his  mercy ;  no  glance  of  pride  ever  burned  in  his 
eye.  Such  men  are  rare  in  any  age.  It  is  the  glory  of  ours  to  have  produced  this 
one,  and  we  lay  him  down  to  rest  with  the  best  homage  of  our  grateful  but  afflicted 
hearts,  a  recognition  of  his  worth. 

"  Kest  in  peace,  and  let  eternal  light  shine  upon  thee,  and  the  glory  of  the  everlast- 
ing day  gather  round  about  thee :  Thy  example  is  our  incentive  to  noble  deeds,  thy 
memory  our  benediction." 

G.  J.  FOREACRE 

Was  born  at  Rainsborough,  Ohio,  February  19, 1828.  Early  in  the  "  fifties  " 
he  removed  from  Ohio  to  Atlanta,  Georgia,  beginning  work  with  the  stage 
line  between  that  city  and  Montgomery,  Alabama.  He  remained  with  the 
stage  line  a  short  time  only,  and  then  accepted  a  position  as  section  boss  on 
the  Central  Railroad.  This  he  filled  with  credit  to  himself,  and  with  such 
satisfaction  to  the  company  that  in  a  short  time  he  was  appointed  conductor. 

The  appointment  was  quickly  followed  by  an  order  from  the  manager 
promoting  him  to  the  Atlanta  agency. 

While  serving  in  this  capacity  he  manifested  that  peculiar  tact,  a  knowl- 
edge of  men  and  business,  the  ability  to  manage,  to  direct,  which  made  him 
sought  by  many  roads.  As  agent  of  the  road  he  was  upon  the  eve  of  being 
again  promoted  when  the  war  broke  out.  Although  an  Ohio  man,  he  had 
lived  long  enough  in  Georgia  to  become  thoroughly  identified  with  her 
interests,  and  when  the  time  for  action  came  he  enlisted  and  went  to  the 
front. 

In  1861  he  left  Atlanta  as  Captain  of  company  B  of  the  famous  Seventh 
Georgia  regiment,  and  throughout  the  sanguinary  contest  was  unwavering 
in  his  fidelity  to  the  Southern  cause.     He  was  a  gallant  soldier,  and  was 

4 


50  Addenda. 

wounded  severely  in  the  first  battle  of  Manassas.  His  illness,  consequent 
upon  this  wound,  was  painful  and  protracted,  and  at  times  his  life  was 
despaired  of  by  his  friends.  When  but  partially  restored  to  health  he 
resumed  his  place  in  the  army  and  was  subsequently  promoted  to  the 
colonelcy.  The  war  ended,  he  wisely  accepted  the  situation  and  went 
bravely  to  work  to  repair  his  broken  fortunes. 

Although  Atlanta  was  in  ashes  he  believed  she  would  become  a  thriving, 
busy  city,  that  she  was  not  only  the  "  Gate  City,"  but  the  railroad  center  of 
the  Southeast. 

The  wound  received  at  Manassas  was  still  annoying  him  to  such  an 
extent  that  his  activity  was  greatly  impaired.  He  purchased  a  farm  near 
Atlanta  and  started  the  successful  Sugar  Creek  Paper  Mills. 

Here,  while  his  health  was  recovering,  he  declined  several  fine  railroad 
positions,  but  after  growing  strong  and  sufficiently  restored,  as  he  thought, 
he  accepted  a  place  with  the  Central  Railroad  again,  as  General  Agent. 

During  this  time  the  Montgomery  &  West  Point  Railroad,  then  a  long 
line  of  some  two  hundred  miles  with  its  branches,  was  in  such  a  condition 
that  it  must  be  either  repaired  or  abandoned.  Mr.  Charles  T.  Pollard,  its 
president,  applied  to  Mr.  Wadley,  of  the  Central,  to  let  his  company  have 
Col.  Foreacre  for  this  important  and  expensive  work,  requiring  the  rarest 
combination  of  economic,  executive,  and  administrative  ability.  Mr. 
Wadley  consented,  and  Col.  Foreacre  from  June,  1870,  to  Api'il,  1872,  ad- 
dressed himself  to  this  difiicult  task. 

When  he  took  charge,  the  fact  that  a  train  arrived  on  time  was  the 
agreeable  surprise — not  to  come  at  all  was  the  rule. 

Col.  Foreacre  was  a  man  of  magnificent  physique,  of  splendid  personal 
appearance,  of  frank  and  easy  address.  He  possessed  a  high  practical 
knowlege  of  the  work  he  was  about  to  undertake.  Once  a  poor  employe,  he 
had  the  liveliest  interest  in  the  employes,  and  soon  became  acquainted  with 
every  man  on  the  road. 

Before  a  train  would  leave  the  depot  he  would  personally  interview  the  en- 
gineer, examine  the  engine,  see  for  himself  that  every  thing  was  "  all  right," 
then  with  an  approving  smile  he  would  say,  "Jack,  try  to  get  over  to-day." 

The  result  was  the  train  steamed  out  with  every  body  in  a  good  humor, 
and  a  determination  to  look  out  for  and  avoid  running  recklessly  over  the 


Addenda.  51 

bad  places.  Within  less  than  three  years  this  road  (now  the  Western  Rail- 
road of  Alabama)  was  the  best  equipped  and  made  the  quickest  time  and 
surest  connections  of  any  in  the  State  or  in  the  South. 

Here  Col.  Foreacre  showed  his  economic  management  in  lengthening  the 
runs.  He  saw  the  same  cars  over  the  saine  gauge  roads  could  be  advan- 
tageously handled  by  the  same  train  hands  and  with  more  comfort  to  the 
passengers.  Hence  the  trip  from  Atlanta  to  Montgomery  (heretofore  two 
separate  managements  with  two  separate  crews)  could  be  run  as  one  solid 
through  train.  This  was  done,  and  with  such  success  that  soon  after  leaving 
the  "Western"  he  secured,  by  his  personal  influence,  a  through  sleeping- 
car  line  from  the  North  to  the  South,  inaugurating  the  line  from  Washing- 
ton to  New  Orleans  via  the  Kenesaw  route.  This  was  really  the  pioneer 
line,  using  a  car-hoist  to  overcome  the  broken  gauge  at  Lynchburg,  Vir- 
ginia. It  was  also  at  his  suggestion  that  the  first  sleeping-car  line  from 
Boston  to  Florida  was  established.  And  to  this  arrangement  to-day  Florida 
owes  her  popularity  as  a  winter  resort  for  invalids. 

It  was  during  his  connection  with  the  "Western"  that  his  interest  in 
schools  and  colleges  became  known  to  the  Avriter.  The  Agricultural  and 
Mechanical  College  of  the  State  was  to  be  located  by  the  legislature,  and, 
with  four  other  towns  and  cities  competing,  Auburn  was  an  applicant.  His 
idea  was  that  the  college  would  be  a  source  of  revenue  as  well  as  an  orna- 
ment to  his  road.  Its  location  at  Auburn  has  verified  his  anticipation.  It 
is  one  of  the  most  popular  and  flourishing  institutions  in  the  State.  Educa- 
tional gatherings  all  along  his  lines  received  his  pei"sonal  recognition  and  his 
strong  support. 

From  the  "  Western"  he  returned  to  the  "Central"  and  was  Superin- 
tendent of  the  Atlanta  Division.  From  April,  1875,  to  March,  1877,  he 
was  General  Manager  of  the  Washington  City,  Virginia  Midland  & 
Great  Southern  Railroad  ;  while,  returning  to  his  home,  from  March,  1877, 
to  April,  1881,  he  was  General  Manager  of  the  Atlanta  &  Charlotte  Air 
Line  Road.  During  his  connection  with  this  road  he  projected  many 
smaller  lines,  becoming  Superintendent  of  the  Georgia  Pacific. 

He  entered  the  service  of  the  Baltimore  &  Ohio  Railroad,  January  1, 
1884,  as  the  General  Superintendent  of  the  Trans-Ohio  Division,  with  head- 
quarters at  Newark,  Ohio.     This  position  he  held  till  his  death. 


52  Addendn. 

The  Virginia  Midland  was  really  a  Baltimore  &  Ohio  line,  and  his  return 
to  this  company  was  a  reciprocal  gratification. 

Here,  besides  having  a  larger  sphere,  he  had  a  company  that  was  stable 
in  its  management,  progressive  enough,  conservative  enough,  appreciating 
and  rewarding  diligent  and  faithful  officials. 

Col.  Foreacre  possessed  those  great  prime  requisites  of  all  successful 
managers.  He  was  a  man  of  marked  intellectual  vigor,  conscientious  in  the 
discharge  of  every  duty,  inflexible  in  his  adherence  to  the  right,  unswerving 
in  his  support  of  order  and  good  government.  He  had  a  heart  of  womanly 
tenderness,  dispensing  on  all  occasions  with  an  open  hand  to  the  calls  of 
deserving  charity.  With  a  most  happy  temper  and  pleasant  deportment  he 
won  his  way  without  effort  into  the  respect  and  love  of  every  one  whom  he  met. 

He  loved  Atlanta.  It  was  the  home  of  his  adoption.  The  field  of  his 
greatest  efforts  and  most  successful  triumphs.  The  graves  of  his  children 
were  there,  and  naturally  he  desired  that  his  last  resting  place  should  be 
there.  Loving  and  devoted  friends  saw  that  his  wish  should  be  carried  out. 
His  was  one  of  the  largest,  if  not  the  very  largest  funeral  procession  ever 
witnessed  in  that  city.  Citizens  of  high  and  low  degree,  senators,  governors, 
all  were  present  to  show  their  appreciation  of  the  life  and  their  profound 
sorrow  at  the  death  of  G.  J,  Foreacre. 

Fit  inscription  for  his  tomb  would  be  : 

"  Mark  the  perfect  man  and  behold  the  upright ;  for  the  end  of  that  man  is  peace." 

Conclusion. 

H.  M.  Hoxie,  George  Noble,  G.  J.  Foreacre  were  alike  poor  boys,  in- 
dustrious youths,  good  citizens.  Christian  gentlemen  (consistent  members 
respectively  of  the  Episcopal,  Presbyterian  and  Methodist  Church).  They 
alike  so  directed  circumstances  as  to  become  honored,  because  most  useful 
to  their  country  in  their  day  and  generation. 

Young  man,  in  their  lives  you  have  the  key  of  your  own  success ! 


||liiiSpi^5^'''''''''""'' 


"From  Hell  Gate  to  Gold  Gate 
And  the  Sabbath  unbroken. 
A  sweep  continental 

And  the  Saxon  yet  spoken." 

"Whether  on  the  trail  of  "  '49,"  or  on  the  rail  of  "  '69,"  or  by  the  tedious 
voyage  around  "the  Horn,"  our  mother  tongue  has  had  much  to  do  iu  the 
occupation  of  this  continent. 

There  left  Boston,  Friday  (4:30  p.  m.),  July  6,  1888,  under  Mr.  Charles 
A.  Brown,  of  the  Chicago,  Milwaukee  &  St.  Paul  Railway,  as  nuinager  for 
the  New  England  States,  a  train  consisting  of  eight  Pullmans  and  a  bag- 
gage car  for  San  Francisco.  This  train  did  not  travel  as  fast  as  the  one 
(centennial  year)  making  the  time  between  New  York  and  San  Francisco, 
3,317  miles,  in  83  hours  and  23  minutes,  three  days  and  a  half  (3.47)  or 
forty  miles  an  hour,  but,  stopping  at  many  points  of  interest,  spending  whole 
days  in  cities,  reached  San  Francisco  Tuesday,  July  16th  (4:30  p.  M.),  with 
231  passengers,  all  delighted  with  the  safety,  comfort,  and  pleasure  of  the  trip. 

r53) 


54 


Addenda. 


There  were  trains  from  the  Lakes,  trains  from  the  Guif,  trains  from  the 
Prairies,  trains  from  all  points  of  the  educational  compass,  until  there  were 
gathered  and  housed  within  the  Golden  Gate  twenty  tJwusand  souls. 

Not  all  of  these  were  teachers  —  they  were  all  learners,  however,  and 
carried  home  with  them  lessons  of  wisdom  more  precious  than  the  gold  of 
Ophir,  more  enduring  than  the  riches  of  "  the  silver  satrap  of  the  Sierras." 

One  agency,  a  great  factor  in  the  success  of  this  meeting,  was  the  Palace 
Car.  Travel  by  night  as  well  as  by  day,  economy  of  time,  made  the  sleep- 
ing car  a  necessity,  and  the  inventive  genius  of  man  was  not  long  in  solving 
the  question. 


■A.Z££J£SCOJM. 


Without  entering  into  a  discussion  —  leaving  out  all  controversy  —  it 
seems  that  Mr.  Woodruff  was  the  first  to  conceive  and  to  carry  out  practically 
his  idea  of  a  sleeping  car.  It  is  not  denied  that  both  Mr.  Wagner  and  Mr. 
Pullman  profited  by  Mr.  Woodruff"s  invention ;  and  while,  doubtless,  the 
very  first  attempt  to  furnish  the  railway  traveller  a  place  to  sleep  was  upon 
the  Cumberland  Valley  Railroad  of  Pennsylvania,  Mr.  George  M.  Pullman 
early  comprehended  the  real  magnitude  of  the  problem,  and  set  about  its 
solution. 

In  186-4  he  perfected  plans  for  what  was  to  be  a  radical  change  even  in 
sleeping  cars.  He  built  at  a  cost  ther.  thought  to  be  a  fabulous  sum  for  the 
purpose,  $18,000,  the  "Pioneer." 


Addenda. 


55 


This  car  being  wider  aud  higher  than  any  heretofore  in  use,  required 
changes  on  the  part  of  the  railroads  in  their  bridges  and  culverts.  This  was 
cheerfully  done  by  the  roads  ;  the  travelling  public  now  demanded  this  sleeper. 

In  1867  the  Pullman  Car  Company  was  organized.  About  the  same  time 
the  Wagner  Company  came  into  the  field,  furnishing  sleepers  for  the 
Vanderbilt  and  connecting  lines. 

Sleepers  by  night,  luxurious  couches,  suggested  spacious  drawing-rooms 
for  day  travel,  and  the  Parlor  Car  is  furnished.  Aud  now  Hotel  Cars 
are  needed,  and  the  Pullman  Company  introduced  the  first,  aptly  named  the 
"President."  This  car  was  put  into  sex'vice  on  the  Great  Western  Rail- 
way of  Canada,  1867. 

The  Hotel  Car  was  rather  cramped.  The  tables,  portable,  had  to  be  ar- 
ranged between  the  seats;  hence  the  Dining  Car  "  Delmonico"  makes  its  ap- 
pearance, 1868. 

But  to  reach  this  car,  passengers  —  men,  women,  and  children — had  to 
pass  through  other  cars,  cross  over  platforms  with  more  or  less  inconven- 
ience aud  positive  danger.  And  now  another  demand.  Not  only  a  "  cov- 
ered way," but  '■'guards"  must  be  furnished,  and  a  tunnelled  train — "  vestibu- 
led  "  called  —  is  the  latest  product  of  Mr.  Pullman's  fruitful  evolutions. 

The  first  road  running  these  was  the  Pennsylvania  (1886). 

On  these  trains  carrying  sleeping  cars,  a  dining  car  fitted  out  with  a 
smoking  saloon,  a  library  with  books,  desks,  and  writing  material,  a  bath- 
room and  a  barber  shop,  an  American  citizen  travels  in  as  princely  style  as 
does  the  crowned  head  in  Europe  on  his  "  royal  special  train,"  and  at  figures 
that  should  always  be  pasted  in  the  hats  of  party  politicians,  chronic  dis- 
turbers of  the  peace  and  quiet  of  our  people. 

COMPARATIVE  RAILROAD  AND  PALACE   CAR  RATES. 


Countries. 

First 
Class. 

Second 
Class. 

Third 
Class. 

Routes. 

Distance 
in  Miles. 

Berth 
Fare. 

United  Kingdom 
France 

Cents. 
4.42 
3.86 
3.10 
2.18 

Cents. 
3.20 
2.88 
2.32 

* 

Cents. 
1.94 
2.08 
1.54 

Paris  to  Rome 

901 

912 

1,374 

1,330 

$12  75 
5  00 

New  York  to  Chicago.... 
Calais  to  Brindisi ... 

Oerniany 

22  25 

United  State? 

Boston  to  St.  Louis 

6  50 

' 

*The  first-class  passengers  constitute  about  99  per  cent  of  tLie  travel  in  this  country. 


56  Addenda. 

The  policy  inaugurated  under  the  following  action  doubtless  had  much 
to  do  in  the  increased  and  increasing  success  of  the  association  : 

"Under  the  head  of  resolutions,  the  following  was  oflerod  by  Professor  Alexander 
Hogg,  of  Texas,  and  unanimously  adopted: 

"In  order  to  effect  a  better  and  more  uniform  system  of  special  rates  upon  the 
various  railroads  and  other  methods  of  conveyance,  to  secure,  so  far  as  possible,  some 
definite  concert  of  action  upon  the  part  of  the  authorities  of  the  various  lines  of  trans- 
portation for  the  next  annual  meeting  of  the  association,  therefore,  be  it 

"Resolved,  By  this  association,  that  a  committee  of  seven  be  appointed  by  the 
president,  to  be  known  and  styled  as  "The  Department  of  Transportation." 

"  Resolved,  That  one  of  them  by  appointment  shall  be  the  president  of  the  depart- 
ment, and  that  the  remaining  six  shall  act  as  chairmen  of  the  six  districts  to  be  here- 
after determined,  and  they  shall  have  power  to  appoint  an  assistant  or  assistants  to  aid 
them  in  properly  organizing  and  perfecting  this  department. 

"The  author  in  presenting  the  resolutions  said:  That  heretofore  there  had  been 
no  proper  understanding  upon  this  subject  of  transportation,  which  was  one  of  the 
most  important  as  well  as  the  most  vital  business  points  of  the  association,  and  that 
this  failure  grew  out  of  the  neglect  on  the  part  of  the  association  to  properly  present 
the  claims  of  the  members,  coming  as  they  do  from  all  parts  and  quarters  of  the 
United  States,  to  what  is  known  as  special  or  excursion  rates ;  that  it  was  true  at  first 
sight  there  seemed  to  be  insurmountable  difficulties  in  the  way,  but  that  it  was  not  so 
at  all;  that  the  great  carrying  community  was  deeply  interested  in  this  educational 
work,  and  that  if  properlj"  acquainted  with  its  objects,  that  a  system  could  be  per- 
fected; that  instead  of  hundreds  of  teachers  there  would  be  thousands  in  attendance 
on  these  gatherings;  that  the  liberality  of  these  corporations  was  greatly  misunder- 
stood; that  as  a  general  rule  —  if  there  was  merit,  if  there  was  any  good  reason 
why  they  should  grant  special  rates — they  had  never  failed  to  do  it.  He  hoped  that 
the  plan  proposed  would  meet  with  the  cordial  indorsement  of  the  association ;  and 
that  the  great  carrying  interests  of  our  country  would  be  invited  to  show  their  appre- 
ciation of  and  their  interest  in  the  education  of  the  common  country  as  represented 
by  this.  The  National  Educational  Association." — Proceedings  of  Natioiial  Educational 
Association,  Louisville,  1877. 

The  "  insurmountable  difficulties  in  the  way"  were  studied  just  like  any 
other  problem,  and  while  the  vexy  best  arrangements  were  not  secured  "  for 
the  next  annual  meeting,"  nor  at  the  next,  still  the  transportation  has  been 
the  main  question  in  selecting  the  place  of  meeting,  till  now,  through  the  com- 
binations— traffic  associations — not  only  is  one  fare  granted  for  the  round 
trip,  with  side  excursions,  some  for  less  than  a  fare,  but  the  railroads  have 


Addenda.  57 

become  the  financial  agents,  the  collectors  of  the  association  (all  tickets  hav- 
ing a  coupon  for  the  "plus  two  dollars"  membership  fee). 

This  arrangement  made  the  Madison  meeting  the  first  great  meeting, 
reaching  the  "thousands,"  and  San  Francisco  the  greatest  up  to  date. 

The  railroads  have  shown  their  interest  in  the  education  of  our  common 
country  in  this,  the  finest  and  largest  collection  of  "systems"  and  "  meth. 
ods,"  in  bringing  together  the  leading  and  controlling  spirits  of  the  three 
hundred  thousand  men  and  women  engaged  in  the  responsible  training  of 
the  twenty  millions  of  children  for  the  highest  duties  known  to  the  American 
citizen,  the  casting  of  an  intelligent  ballot. 

Again,  as  late  as  1850  there  was  not  a  mile  of  railroad  west  of  the  Missis- 
sippi. The  "  centennial  year  "  train  could  not  have  made  the  trip  "  3. 47  days  " 
before  1869 — neither  could  the  great  National  Association  have  collected  its 
teachers — nor  could  the  thousands,  millions,  who  now  ti'averse  the  continent 
without  comprehending  the  time  and  the  distance,  have  done  so,  but  for  the 
undertakings — the  accomplishments  of  the  projectors  and  builders  of  the 
Pacific  Railways.  Commercial  interests  had  time  and  again  suggested  these 
great  enterprises,  and  men  theii  called  ' '  visionary "  for  the  lack  of  the 
later  coinage,  "crank,"  had  sent  out  reconnoitering  parties  —  who  made 
preliminary  surveys ;  but  the  necessity  for  so  stupendous  a  work  was  not 
brough't  home  to  the  nation  until  the  Southern  States  attempted  to  secede — 
to  divide  this  Union  by  a  geographical,  an  imaginary  line  east  and  west. 
This  action  forced  the  Government  to  lend  its  aid  in  constructing  a  real  line — 
two  lines  of  steel  rail  from  the  Missouri  to  the  Pacific — thus  uniting  by  Art 
what  long  since  had  been  decreed  by  Nature — the  perpetuity  of  this  Republic. 

A  faithful  description  of  the  work  is  beyond  the  scope  and  purpose  of 
this  humble  contribution. 

To  determine  the  location  alone  of  a  route  for  the  Union  Pacific,  15,000 
miles  of  instrumental  and  preliminary  lines  were  run  ;  25,000  miles  of  re- 
connoisances  were  travelled.  The  engineers  of  the  Central  Pacific  had  to  do 
the  same  thing,  and  in  the  face  of  the  same  difficulties,  both  parties  in  sight 
of  the  native  tribes,  less  hospitable  than  the  deserts  and  mountains. 

But  the  preliminaries  completed,  the  work  of  construction  begins,  and 
for  five  years,  under  the  leadership  of  Gen.  G.  M.  Dodge  and  Charles 
Crocker  respectively,  armies  of  men,  roll-calls  of  thousands,  Teuton,  Celt, 


58 


Addenda. 


and  Celestial  (the  latter  the  most  willing  worker),  with  snovels  and  pick 
axes,  the  implements  of  peace  and  progress,  are  marching  west  and  east 
over  boundless  plains,  through  waterless  deserts,  and  up  the  rugged  moun- 
tain with  its  whelming  snow-drifts. 

But  these  giants,  instead  of  piling   Pelion    upon  Ossa  so   as  to   scale 
Olympus,  by  a  system  of  loops  and  tunnels  made  step-ladders  of   the  lesser 

peaks,  not  to  ascend  to  heaven,  but 
to  place  among  the  heavens  a  smooth 
path,  "a  plain  way"  for  all  tongues 
and  all  nations,  and  that.  too.  for  all 
coming  centuries. 

A  loop  is  a  happy  device  of  engi- 
neering to  go  through  a  mountain  by 
going  around  it — a  tunnel,  to  go  over  a 
mountain  by  going  through  it. 

''  The  end  draweth  nigh,"  and  vic- 
tory complete  over  nature's  barriers  is 
proclaimed  upon  the  morning  of  the 
9th  of  May,  1869,  when  near  the  head 
of  the  great  Salt  Lake  they  lay  down 
the  last  tie  of  polished  laurel  bound 
with  silver  bands.  Nevada  sends  a 
silver  spike,  California  sends  two  of 
gold,  while  Arizona,  more  practical 
than  either,  sends  three — one  of  silver, 
one  of  gold,  and  one  of  iron. 

"The  silver  sledge  gleams  in  the 
air,  and  the  blow  that  follows  is  heard 
farther  than  any  other  I, low  ever  struck  by  mortal  man,  and  all  over  the 
continent  the  ringing  of  bells  and  booming  of  cannon  simultaneously  an- 
nounce the  tidings  of  the  feat."*  Instinctively  the  locomotives  salute  each 
other,  touch  pilots,  and  with  a  hearty  hurrah — a  shrill  whistle — add  their  con- 
gratulations upon  the  consummation  of  this  union,  this  wedlock  of  the  oceans. 

*The  last  spike  and  the  hammer  that  drives  it  are  in  electric  communication  with 
nearly  all  the  fire  alarms  in  the  country. 


Addenda. 


59 


The  costs  of  these  two  enterprises  respectively,  the  Union  Pacific  about 
$39,000,000,  and  the  Central  Pacific  about  $140,000,000,  but  in  the  two 
years,  1872  and  1873,  there  were  saved  to  the  Government  alone  in  the 
transportation  of  postal  and  war  materials,  83,789,788,  or  over  twenty  per 
cent  upon  first  cost. 

The  builders  of  this  highway,  elated  by  continued  success,  flushed  with 
recent  victory,  soon  again  are  found  approaching  each  other  from  "  the 
West"  and  "  the  East,"  and  the  Southern  Pacific  and  the  Texas  Pacific, 
under  respectively  the  same  leaders,  with  the  same  associates,  meet  a  second 
time,  1882,  at  Sierra  Blaxca,  and  another  transcontinental  railway  is 
furnished  "on  or  near  the  32°  parallel  of  latitude." 

Upon  the  Southern  Pacific 
the  engineering  and  building, 
too,  if  possible,  were  even 
more  difiicult  than  upon 
either  the  Union  or  Central 
Pacific.  The  cut  of  the  Te- 
hachapi  Love  Knot  is  here 
inserted  for  those  teachers 
who  are  still  in  the  Kinder- 
gaHen.  It  is  a  fine  object  lesson. 
A  description  as  given  by  a 
great  teacher  is  added  : 

"  Now  we  look  down  upon  four  tracks  we  have  come,  and  now  we  look 
up  upon  three  tracks  we  are  going,  that  are  forever  crossing  themselves  like 
a  confused  witness."  .  .  .  "The  double-stranded  thread  on  which  these 
heights  are  strung,  called  the  Loop,  is  three  thousand  seven  hundred  and 
ninety-five  feet  long,  a  great  double-bow  knot  of  steel." 

New  Roads. — In  our  country  railroad  building  (1888)  has  not  kept 
pace  with  previous  years;  not  so  much  as  in  1887,  but  is  even  more  active  in 
foreign  countries. 

It  is  announced  that  "The  Tientsin  Railway,  the  first  practical  rail- 
way in  China,  which  was  formally  opened  in  October,  1888,  is  eighty-ope 
miles  long.     This  road  extends  from  Tientsin  to  Tonsham." 

It  is  but  fair  to  believe  that  this  railway  work  is  the  dawn  of  a  new 


60  Addenda. 

civilization  within  the  heretofore  closed  walls  of  this  mighty  empire.  The 
returning  Celestial  may  have  had  something  to  do  with  it. 

South  America  perhaps,  in  Peru  and  Bolivia,  is  prosecuting  the  most 
stupendous  railway  enterprises  of  this  era. 

It  is  gratifying  to  note  that  the  suggestion  found  on  page  19  of  this  ad- 
dress is  now  fulfilling ;  roads  are  building,  up  into  Alaska,  and  from  the 
west  through  Siberia,  the  object  is  said  to  be  a  connection  by  steamer  cross- 
ing Behring's  Strait,  shortening  the  passage  to  the  East  by  traveling  west. 

Railroading  Above  the  Arctic  Circle. — "An  important  engineer- 
ing enterprise,  now  in  progress,  is  a  railroad  to  the  Arctic  Circle.  The 
Swedish  and  Norwegian  railroad  now  building  from  Lulea,  on  the  Gulf  of 
Bothnia,  to  Luffoden,  on  the  North  Sea,  is  partly  situated  within  the  Arctic 
Circle,  and  is  some  1,200  miles  farther  north  than  any  railroad  in  Canada." 

Since  the  railroad  is  the  only  invading  army  that  never  breaks  its  line  of 
communication,  never  "changes  its  base,"  why  not  attempt,  not  to  reach  the 
North  Pole,  but  the  "open  polar  sea,"  by  building  a  railway  to  it.  Such 
"an  expedition"  not  able  to  go  forward,  could  at  least  retreat. 

Safety  Appliances. — Great  progress  has  been  made  in  the  past  two 
years  in  safety  appliances.  The  deadly  coal  stove  has  been  superseded — 
not  on  all  trains,  but  a  beginning ;  a  successful  test  has  been  made  of  steam 
heating.  The  first  road  to  adopt  steam  heat  was  the  Elevated,  in  New 
York ;  the  next,  the  Boston  &  Albany. 

An  official  of  the  latter  gives  the  following :  "  We  equipped  two  trains 
in  the  fall  of  1886,  and  ran  them  through  that  winter.  In  the  spring  of 
1887  the  contract  was  made  with  the  Martin  Steam  Heating  Company  to 
equiji  all  our  trains  as  fast  as  possible.  In  the  fall  of  1887  our  New  York 
train  was  equipped  with  steam  heat,  and  now  most  of  our  passenger  trains 
are  so  equipped." 

The  same  official  adds :  ' '  The  electric  light  for  trains  was  first  tried  by 
the  Pennsylvania  Railroad  in  1884  on  a  few  drawing-room  cars  only.  The 
first  entire  train  to  be  lighted  by  electricity  in  America  (and  as  far  as  known 
in  the  Avorld)  ran  from  Boston  to  New  York,  over  the  Boston  &  Albany 
(Springfield  Line),  March  30,  1887.  This  train  has  been  running  continu- 
ously since." 

This  light  bids  fair  to  become  universal. 


Addenda.  61 

In  this  advance  heat  and  light  have  travelled  together,  the  result  of 
their  merciful  mission,  has  been  greater  security  to  the  life  and  comfort  of 
the  passengers.  Meantime,  the  safety  of  the  exposed  and  too-long-neglected 
train  hand  has  received  the  consideration  due  him,  and  the  following  is 
quoted  in  evidence  that  legislatures  are  looking  into  this  matter:  "The 
bill  compelling  all  roads  operating  in  the  State  of  New  York  to  equip  their 
freight  cars  with  automatic  couplers  has  become  a  law.  Until  November  1, 
1890,  is  given  the  roads  to  comply  with  the  provisions  of  the  law.  The 
penalty  for  non-compliance  is  $500  for  each  offense." 

When  we  consider  the  great  army  of  brakemen  exposed  to  heat  and 
cold,  to  sunshine  and  storm  (on  the  cars,  between  the  cars,  under  the 
cars),  and  the  number  of  these  faithful  fellows  daily  maimed  or  killed 
outright,  the  universal  adoption  of  the  automatic  coupler  must  be  hailed 
as  the  most  advanced  advance  in  railway  safety  appliances. 

Sunday  Trains. — This  is  perhaps  the  most  difficult  problem,  being  both 
a  religious  and  an  economic  question  at  the  same  time,  that  the  managers  of 
the  roads  have  to  confront.  It  is  not  true  that  the  managers  are  responsible 
for  Sunday  trains.  They  would  prefer  no  sound  of  whistle  or  engine-bell 
be  heard  on  their  lines  on  the  Sabbath.  It  is  true  that  the  patrons,  the  trav- 
ellers, the  shippers,  are  responsible.     Says  a  late  writer: 

"  Competition  is  perhaps  more  severe  between  railroad  companies  than  between 
any  other  class  of  business  or  carriers  in  the  world.  The  merchant  in  Chicago,  who 
desires  to  ship  to  Liverpool  one  hundred  car  loads  of  grain,  knowing  that  his  steamer 
sails  from  Boston  on  a  certain  day,  and  the  choice  of  route  rests  between  two  roads, 
one  of  which  runs  trains  on  Sunday  and  the  other  does  not,  would  not  hesitate  long  in 
giving  the  business  to  the  road  running  the  Sunday  trains.  The  Detroit  merchant,  go- 
ing to  his  store  this  morning,  finding  some  article  of  merchandise  called  for  by  his  cus- 
tomers which  he  can  not  obtam  in  the  city,  telegraphs  to  New  York  or  Boston,  for 
example,  therefor.  It  is  shipped  by  what  road  ?  By  the  road  bringing  it  in  the  least 
time  for  the  least  money.  Of  two  roads,  one  running  Sunday  trains  and  the  other  not, 
which  will  probably  get  the  business?" 

Again  :  In  California  you  receive  a  dispatch  calling  you  to  the  bedside 
of  some  dear  one  in  Boston,  or  any  city  east  of  the  Mississippi,  would  you 
purchase  a  ticket  by  the  road  that  lays  over  on  Sunday  in  Ogden  or  Omaha? 

Efforts  are  now  making  on  several  of  the  trunk  lines  to  withdraw  as 
many  trains  as  possible  from  their  roads  on  Sunday.     This  can  be  done  in 


Q2  Addenda. 

many  cases  without  detriment  to  shippers,  and  will  be  done  in  all  cases  when 
all  merchants  will  openly  say:  "  We  will  not  patronize  nor  have  any  thing  to 
do  with  the  railroad  that  runs  Sunday  trains."  This  change  must  come 
through  public  opinion — through  press  and  pulpit.  The  transcontinental 
trains  between  the  Atlantic  and  the  Pacific  in  the  prompt  delivery  of  the  mails 
—in  the  interests  of  the  public — ought,  perhaps,  to  run  ;  and  within  the  States 
trains  laden  with  perishable  freight,  or  suffering  live  stock,  should  be  allowed 
to  reach  destination  without  detention,  with  all  dispatch. 

Whatever  may  be  the  solution  to  this  problem  fraught  with  so  many 
difficulties,  surrounded  by  so  many  conflicting  interests,  it  is  safe  to  say  that 
the  railroad  managers  will  cheerfully  do  their  part  in  bringing  about  a  speedy 
and  a  just  settleinent  of  the  question. 

Gifts  to  Schools. — Mr.  W.  H.  Vanderbilt  left  in  his  will,  additional 
to  his  former  gifts,  8200,000  to  be  added  to  the  general  endowment  of  the 
Vanderbilt  University.  Cornelius,  the  grandson,  desiring  to  fit  the  Uni- 
versity to  educate  the  whole  man,  liberal  provisions  having  already  been 
made  for  the  departments  of  Letters  and  Theology,  gave  (1888)  $20,000 
for  building  and  equipping  "Mechanical  Hall,"  the  second  building  of  the 
Engineering  Department,  and  $10,000  for  additions  to  the  University 
library.  Thus  father,  son,  and  grandson  have  contributed,  and  to  this  one 
institution,  $1,480,000. 

The  Death  of  Mr.  Charles  Crocker. — The  National  Educational 
Association,  the  success  of  which  was  so  largely  due  to  the  management  of 
the  Southern  Pacific  Railway,  had  just  adjourned.  Many  of  the  members 
were  still  enjoying  the  hospitalities  of  new-made  friends  on  the  coast,  or  at 
the  numerous  pleasure  resorts  in  the  mountains,  when  it  was  announced  that 
"at  the  Hotel  del  Monte,  Mr.  Charles  Croclier  died,  14th  August,  1888, 
aged  65  years  and  11  mouths." 

The  resolutions  passed  by  the  Board  of  Directors  of  the  Southern  Pacific 
Company,  of  which  he  was  Second  Vice-President,  set  forth : 

First :  The  irreparable  loss  the  company  has  sustained. 

Second:  The  great  work  accomplished  by  him  as  director  in  the  construction  of 
thousands  of  miles  of  railroads,  thereby  rendering  millions  of  acres  of  land  valuable. 

Third:  His  personal  characteristics,  determination,  directness,  frankness,  fairness; 
that  the  most  exacting  integrity  and  strictest  honesty  were  interwoven  in  every  muscle 


Addenda.  63 

and  fiber  of  his  being;  that  his  uprightness  of  character  and  sincerity  of  purpose 
commanded  the  admiration  and  respect  of  those  who  knew  him  best,  and  were  a  con- 
stant inspiration  to  the  officers  and  employes  who  were  sut  ect  tc  his  direction. 

Fourth:  That  for  his  abilities  and  achievements  they  hrve  the  highest  respect  and 
admiration ;  for  his  high  character  and  broad  humanity  they  hold  his  memory  in  great 
aflfection,  and  that  even  in  this  day  oi  sorrow  they  are  truly  thankful  that  they  have 
enjoyed  the  benefit  of  his  personal  friendship  and  experience  in  all  their  official  relations 

His  charities,  as  gathered  from  press  and  persons  near  him : 

Some  eleven  years  ago  Mr.  Crocker  purchased  The  Ward  Natural  History  and 
Geological  Collection  for  $50,000,  presenting  the  same  to  The  California  Academy  of 
Science.  To  the  same  institution  he  gave  $20,000  as  a  fund,  the  interest  of  which 
should  be  spent  in  giving  employment  to  such  persons  as  in  their  devotion  to  scien- 
tific pursuits  have  become  incapacitated  for  active  life. 

This  fund  is  known  as  "The  Crocker  Scientific  Investigation  Fund."  In  1885  he 
presented  to  the  Boys'  and  Girls'  Aid  Society  $33,000  as  a  fund,  independent  of  an 
annual  sum,  for  its  support.  The  same  year  he  rebuilt  the  dome  of  the  Golden  Gate 
Park,  destroyed  by  fire,  1882.  The  specific  amount  contributed  to  this  could  not  be 
ascertained,  Mr.  Crocker  under  his  own  personal  supervision  furnishing  the  material, 
the   architect,  and  workmen. 

His  private  beneficence  was  even  greater.  In  addition  to  a  large  list  of  old 
friends,  to  whom  he  gave  regularly,  he  furnished  his  wife,  monthly,  $5,000,  to  be 
distributed  by  her  in  charities  of  her  own  selection.  It  was  his  custom  to  send  checks 
every  Christmas  to  all  the  Homes  and  Orphan  Asylums,  the  only  condition  enjoined 
was  that  no  publicity  should  be  given  as  to  the  donor.  "When,  in  October,  1885, 
the  establishment  of  H.  S.  Crocker  &  Co.,  stationers,  was  totally  destroyed,  in  which, 
while  the  largest  sufferer,  he  did  not  stop  to  inquire  the  extent  of  his  loss,  but  tele- 
graphed from  New  York  $5,000  as  a  gift  to  the  families  of  the  two  brave  firemen 
who  had  perished  at  the  fire. 

While  always  affable  and  pleasant,  Mr.  Crocker  sometimes  became  facetious,  and 
in  the  goodness  of  his  heart  often  gave  when  he  doubted  the  propriety  of  the  act.  It 
is  related  by  one  present,  that  on  one  occasion  two  ladies  seeking  an  audience  with 
him  were  detained  in  the  waiting-room,  and  on  its  becoming  known  to  him,  he  said: 
"Show  them  in  immediately;  it  does  not  do  to  keep  ladies  waiting."  They  had 
come  in  the  interest  of  the  "Old  Ladies'  Home."  Mr.  Crocker  smilingly  asked  how 
much  he  was  to  give.  "  Oh,  anything  you  please;  we  will  be  perfectly  content  with 
any  sum."  Whereupon  he  responded:  "Another  cool  robbery,"  and,  drawing  his 
chock-book,  he  wrote  and  handed  them  an  order  for  $2,500. 

In  1887,  when  it  became  known  that  the  Sacramento  Orphan  Asylum  needed 
money,  he  sent  his  check  of  $1,000;  and  the  very  last  act  of  his  business  Ivfe  was  to 
sign  a  check  of  $250  for  the  Free  Kindergarten  School  of  Sacramento. 


64  Addenda. 

A  very  fitting  close  of  his  benevolent  career.  Sacramento  was  the  home 
of  his  early  activities :  it  Avas  here  that  the  four  life-long  associates,  Hunt- 
ington, Hopkins,  Stanford,  and  Crocker  projected  and  matured  the  plans 
for  constructing,  and  from  which  as  a  basis  of  supplies  was  built,  the  Central 
Pacific  Railway. 

As  if  preparing  the  State  for  a  happier  race  and  greater  destiny,  he 
and  his  associates  levelled  or  tunnelled  mountain  chains,  penetrated  the 
forests,  turned  the  channels  of  rivers,  checked  the  ocean's  inroads,  changed 
the  whole  face  of  this  Western  Empire,  until  now  is  fully  realized  the 
poet's  dream  : 

"  Beneath  the  rocky  peak  that  hides 
In  clouds  its  snow-flecked  crest, 
Within  these  crimson  crags  abides 
An  Orient  in  the  West." 


I 


ifriiwfjr 


THE  INCEPTION  AND  HISTORY  OF  STRIKES. 

Since : 

"...    Man's  first  disobedience  and  the  fruit 
Of  that  forbidden  tree,  whose  mortal  taste 
Brought  death  into  the  world,  and  all  our  woe, 

With  loss  of  Eden, " 

Men  have  been  discontented. 

The  giants  in  their  wars  against  the  gods,  in  their  daring  attempts  tu 
scale  the  heavens,  "the  piling  of  Ossa  upon  Pelion,"  and  "the  rolling 
upon  Ossa  the  leafy  Olympus,"  as  narrated  by  both  Virgil  and  Homer,  though 
mythical  and  mystical  too,  are  nevertheless  convincing  evidence  of  this 
same  discontent. 

Again : 

"And  w^hen  thej'  had  received  it  (their  wages)  they  murmured  against  the  good 
man  of  the  house.  .  .  .  But  he  answered  one  of  them  and  said:  'Friend,  I  do 
thee  no  w-rong:  Didst  thou  not  agree  with  me  for  a  penny?  ...  Is  it  not  law- 
ful for  me  to  do  what  I  will  with  mine  own?'  " 

Oh,  yes,  but  we  are  not  satisfied.  We  thought  it  all  right  then,  but 
we  have  been  told  it  was  not — that  we  should  have  received  more. 

Dissatisfaction,  strikes,  disaffection,  and  boycotts  are  nothing  new  in 
the  world,  whether  among  the  flute-players  mentioned  by  Livy  two  thousand 
two  hundred  and  four  years  ago,  or  among  the  bread-bakers  in  the  city  of 
Magnesia  in  Asia  Minor,  when  that  town  was  included  in  the  "Empire  of 
the  East." 

With  the  increase  of  capital  and  the  introduction  of  labor-saving 
machines  strikes  have  become  more  frequent  on  this  continent.  The  first 
strike  in  this  country  occurred  in  New  York  City  in  1803,  when  a  number 
of  sailors  struck  for  an  advance  of  wages.  In  1806  the  tailors  established 
the  first  organization  in  the  United  States  in  the  present  form  of  trades- 
union.     The  hatters  organized  in  1819  a  union  of  their  craft. 


66  The  Inception  and  History  of  Strikes. 

The  workingmen's  party,  1828,  appeared  as  a  local  political  party  in 
New  York,  Boston,  Philadelphia,  and  other  cities. 

1829,  at  the  State  election  in  New  York,  a  workingmen's  ticket  was  put 
into  the  field,  and  one  candidate  was  elected  to  the  legislature,  Ebenezer 
Ford. 

The  first  local  union  of  printers  was  formed,  1831,  and  this  same  year 
the  New  England  association  of  printers,  mechanics,  and  workingmen  was 
formed. 

Passing  over  many  organizations  and  unions,  and  even  strikes  with 
varying  results,  we  come  down  to  1850-60,  a  period  full  of  labor  agitation. 
National  and  international  trades-unions  were  organized,  granting  charters 
to  local  bodies  and  organizing  new  branches  from  Maine  to  California. 

1861-65,  during  the  war,  the  eight-hour  movement  obtained  a  great 
impetus.  1866,  an  eight-hour  bill  for  the  benefit  of  Government  employees 
was  introduced  into  Congress,  and  finally  became  a  law  in  1868. 

The  Knights  of  Labor  were  organized  in  Philadelphia,  1869.  Since 
this  time  to  the  present  there  has  been  a  continuous  growth  in  the  num- 
ber of  trades-unions  and  an  increase  in  their  membership,  attended  by 
"strikes,"  "lockouts,"  and  "settlements,"  sometimes  by  arbitration, 
usually  otherwise,  the  trend,  however,  being  toward  political  party  organiza- 
tion. 

1884,  Congress  created  a  National  Bureau  of  Labor. 

The  American  Federation  of  Labor,  a  national  organization  with  con- 
stitution, was  formed,  1886.  This  body  and  the  order  of  Knights  of  Labor 
of  America  have  been  the  two  principal  national  labor  organizations  of 
the  United  States  up  to  date. 

The  American  Railway  Union,  a  still  later  organization,  an  effort  to 
draw  from  all  the  other  railroad  associations,  thus  to  concentrate,  crystal- 
lize, and  solidify  all  the  interests  of  all  railroad  employees,  to  amass,  as  it 
■were,  an  army  trained  to  obey  the  mandates  of  their  leader,  sprang  into 
being  June  20,  1893,  and  that  too  in  Chicago.  Just  a  little  over  a  year 
ago,  pretty  youthful,  not  quite  a  year  old,  when  they  declared  the  strike 
upon  the  Pullman  Company.^ 

*This  paper  was  written  late  in  1894. 


TJie  Inception  and  History  of  Strikes.  67 

Cne  weak  point  of  this  organization,  and  seems  not  taken  into  considera- 
tiovi  by  its  leader,  was  that  it  could  only  bring  into  its  union  portions  of 
oth*;  r  orders. 

Uome  of  the  Knights  of  Labor  joined,  some  of  the  American  Federa- 
tion, and  some  of  all  the  various  orders,  but  these  could  not  control  their 
own.  The  part  belonging  to  the  American  Railway  Union  would  strike, 
but  by  far  the  larger  part  would  not  strike,  and  the  same  was  found  true  of 
other  organizations.  All  of  these  leagues,  unions,  or  associations  are  secret, 
and  their  main  object  is  to  give  to  their  members  an  advantage  over  all 
other  citizens,  and  therefore  when  they  come  to  deal  with  the  actual  of 
social  and  political  rights  they  ignore  the  rights  of  all  others. 

Personal  liberty  is  the  corner-stone  of  our  Government,  and  without  it 
"  Our  Free  Rej)ublic  "  is  a  failure.  No  one  has  ever  maintained  or  asserted 
that  one  person,  one  citizen,  or  one  "  Sovereign,"  if  you  choose,  has  not  the 
right  to  -quit  work,  but  his  right  stops  there ;  it  does  not  go  so  far  as  to 
say  that  another  shall  not.  And  here  is  where  the  strike  is  radically  wrong, 
at  variance  with  the  spirit  and  constitution  of  free  government. 

Our  Government  is  "of  the  people,  for  the  people,  and  by  the  people  ;" 
it  is  not  "  of  the  unions,"  nor  for  the  "federations,"  nor  by  "  the  associa- 
tions," and  can  never  be. 

So  much  for  the  theory.     Let  us  see  what  the  practical  teachings  are. 

The  most  desperate  and  extensive  strike  occurring  in  this  country  up 
to  date  was  that  of  1877. 

This  was  participated  in  and  originated  mainly  by  the  employees  of  the 
following  railroads  and  their  western  connections :  The  Baltimore  &  Ohio, 
the  Pennsylvania,  the  Erie,  and  the  New  York  Central. 

One  hundred  thousand  employees  and  other  persons  are  estimated  to 
have  taken  part  in  this  movement.  At  a  preconcerted  time,  junction  sta- 
tions and  other  main  points  were  seized.  All  freight  traffic  was  suspended, 
passenger  and  mail  service  greatly  impeded 

Baltimore  and  Pittsburgh  were  each  tUe  scene  of  a  bloody  riot.  The 
presence  of  the  militia  seemed  but  to  exasperate  the  rioting  parties.  At 
Pittsburgh,  particularly,  where  the  mob  was  most  immense  and  furious,  the 
militia  were  overcome  and  besieged  in  a  round-house.     An  attempt  was 


68  ITie  Inception  and  History  of  Strikes. 

made  to  burn  this  with  all  its  incumbents  by  lighting  oil-cars  and  pushing 
them  against  it.  Without  harm,  however,  the  soldiers  escaped  across  the 
river.  Fortunately,  and  at  the  request  of  the  several  governors.  President 
Hayes  dispatched  troops  to  Pennsylvania,  Maryland,  and  West  Virginia. 

Faced  by  these  forces  the  rioters  in  every  instance  gave  way  without 
bloodshed.  Meantime  the  torch  had  been  applied  with  wonderful  destruc- 
tion ;  machine  shops,  warehouses,  and  two  thousand  freight  cars  were  pil- 
laged or  burned  ;  men,  women,  and  children  fell  to  thieving,  carrying  off 
all  sorts  of  goods,  parasols,  coffee-mills,  sewing-machines,  gas  stoves,  whips, 
and  kid  ball-shoes.  It  is  said  sewing-machines  sold  on  the  streets  from  ten 
cents  to  one  dollar  apiece. 

The  results :  The  destruction  of  property  is  estimated  at  ten  millions  of 
dollars.  The  Pennsylvania  Railroad  alone  shared  in  this  to  the  amount  of 
five  millions.  No  estimate  is  given  of  the  loss  to  employees  deprived  of 
work ;  and,  worst  of  all,  some  of  these,  with  many  others,  lost  their  lives. 
For,  in  these  disturbances,  lasting  from  the  14th  to  the  27th  of  July,  four- 
teen short  days,  nineteen  persons  were  killed  in  Chicago,  nine  at  Baltimore, 
and  thirteen  at  Reading. 

It  is  safe  to  say  that  three  times  as  many  were  wounded  as  killed. 

By  the  end  of  the  month  all  or  nearly  all  of  the  old  employees  had 
returned  to  work,  and  that  at  the  old  schedule. 

Right  was  maintained,  law  was  vindicated,  the  supremacy  of  the  Govern- 
ment was  acknowledged,  and  the  strike  of  1877  was  chronicled  a  failure. 

For  "the  Great  Southwestern  Strike,  1886,"  see  page  37. 

From  another  phase:  Take  the  Homestead  troubles.  "It  was  shown 
upon  investigation  that  the  lowest  grade  of  workmen  was  receiving  $660  per 
year ;  and  the  next  higher  grade  of  the  lowest  three  hundred  was  receiving 
$3,062  per  year.  The  wages  paid  the  remaining  workmen  was  still  higher, 
the  highest  amounting  to  88,400  per  year.  They  were  earning  from  $5  to 
$25  per  day,  and  many  a  man  unable  to  write  his  name  made  his  mark  for 
one  hundred  dollars  per  week  wages,  owned  his  own  home,  had  a  good  bank 
deposit,  and  kept  his  own  horse  and  carriage.  Compare  this  with  the 
salaries  of  the  judges,  of  college  presidents,  professors,  lawyers,  or  clergy- 
men." 


The  Inception  and  Hidory  of  Stnkes.  69 

This  same  authority  adds :  "They  are  the  best  paid  mechanics  in  this 
or  any  other  nation."  I  add  still  another  paragraph  from  the  same :  "Now 
it  was  proposed  by  the  company  regulating  their  scale  by  the  condition  of 
the  market,  temporarily  to  reduce  the  wages  of  the  lowest  three  hundred 
and  twenty-five,  So^  per  cent. 

"This  was  the  occasion,  but  not  the  cause  of  the  strike.  These  men 
struck,  claiming  that  they  had  been  wronged,  and  the  I'emaining  thousands 
having  no  grievance  struck  from  sympathy  and  to  aid  in  forcing  the  com- 
pany to  retract.  They  armed  themselves,  and  forming  in  the  character  of  a 
mob  waged  war  even  unto  death  upon  the  private  force  employed  by  the 
company  to  protect  their  property,  and  upon  non-union  men  who  were 
jiuxious  to  take  their  places  at  the  reduced  wages." 

The  same  authority  adds:  "Now,  what  have  been  the  results  of  this 
>-trike  to  the  company,  to  the  State,  and  to  the  strikers  themselves ;  and  what 
view  shall  we  take  of  the  whole  subject  with  this  object  lesson  before  us? 
The  company  has  suffered  the  loss  of  $4,000,000 ;  the  State,  a  loss  of  $500,- 
000  in  taxes  to  pay  a  Standing  Army  for  months  to  protect  the  property 
and  rights  of  the  corporations  and  the  rights  of  the  non-union  men  whom 
they  had  employed  ;  and  the  strikers,  some  ten  thousand  in  all',  have  lost  two 
Fifiillion  dollars  in  wageg  alone,  and  many  of  them  have  lost  lucrative  posi- 
tions in  the  rolling-mills  which  they  voluntarily  left,  and  the  end  is  not  yet. 

"Scores  of  them  are  in  prison  awaiting  trial  for  murder  and  treason, 
relief  funds  will  now  stop  as  the  strike  has  ended,  and  great  suffering  will 
result  to  many." 

Other  organized  efforts  of  laborers  to  maintain  their  rights  and  avenge 
their  real  or  fancied  wrongs  are  animated  by  the  same  spirit,  and  must  result 
in  similar  consequences  in  a  greater  or  less  degree.  The  fact  is  their 
methods  are  wrong  in  principle  and  ruinous  in  practice. 

Let  us  see  how  our  interpretation  is  borne  out  by  the  interpretation  of 
the  law.     Judge  Paxson  said  in  this  case : 

"  When  the  company  shut  down  its  works  and  discharged  its  men  it  was  acting 
strictly  in  the  lines  of  law ;  it  could  not  compel  the  men  to  work,  nor  could  the  men 
compel  the  company  to  employ  them;  no  arrangements  could  be  made  in  such  regar'' 
except  in  the  nature  of  a  contract  agreed  upon  by  the  parties. 


70  The  Inception  and  History  of  Strikes. 

"  Upon  these  subjects  the  rights  are  mutual.  The  company  had  the  undoubted 
right  to  protect  its  property ;  for  this  purpose  it  could  lawfully  employ  as  many  men 
as  it  saw  proper,  and  arm  them  if  necessary.  Many  of  our  banks  and  places  of  busi- 
ness are  guarded  by  armed  watchmen.  The  law  did  not  require  it  to  employ  a  watch- 
man from  whom  it  anticipated  the  destruction  of  its  works.  The  right  of  the  men 
was  to  refuse  to  work  unless  their  terms  were  acceded  to,  and  persuade  others  to  join 
them  in  such  refusal,  but  the  law  will  sustain  them  no  further. 

"  The  moment  they  attempt  to  control  the  works  and  to  prevent  by  violence  or 
threats  of  violence  other  laborers  from  going  to  work,  then  they  place  themselves 
outside  the  pale  of  the  law. 

"If  w'e  were  to  concede  the  doctrine  that  the  employee  may  dictate  to  the  em- 
ployer the  terms  of  employment;  and  upon  the  refusal  of  the  latter  to  accede  to  them 
to  take  possession  of  his  property  and  drive  others  away  who  were  willing  to  work, 
we  would  have  anarchy.  No  business  could  be  constructed  upon  such  a  basis,  and 
that  doctrine  when  once  countenanced  would  be  extended  to  every  industry." 

The  Pullman  Strike,  or  rather  boycott,  brought  about  by  the  American 
Railway  Union,  when  divested  of  all  sentiment,  when  reduced  to  the  facts, 
was  first  a  demand  upon  the  part  of  the  employees  to  a  return  to  wages  of 
the  first  half  of  1893. 

This  not  being  acceded  to  by  the  Pullman  management,  the  American 
Railway  Union  took  up  the  cause  and  declared  a  strike  against  the  Pull- 
man Company,  and  all  railroads  using  Pullman  cars.  Or,  to  come  still 
nearer  the  truth  of  the  matter,  this  was  a  movement  to  coerce  the  Pullman 
Company  to  pay  more  for  the  manufacturing  of  their  goods  than  they 
would  sell  for  in  the  market  —  or  a  step  further,  viz.,  to  say  to  the  Pullman 
Company,  we  will  regulate  your  business,  we  will  say  what  you  shall  pay  us, 
we  demand  that  you  shall  employ  us  and  at  our  prices — and  this  with  the 
yet  still  further  proviso,  and  you  shall  employ  no  others. 

The  action  of  the  American  Railway  Union  was  called  "sympathetic." 
Did  the  people  using  this  word,  not  newly  coined,  but  newly  used  in  this 
connection,  ever  think  of  the  meaning,  or  at  least,  how  little  the  word 
really  meant  ?     It  seems  not. 

Sympathy  (auv-\-7zar%iv) ,  a  fellow  feeling  subjectively.  Who  ever  heard 
of  a  strike  being  a  subjective  position?  Was  the  strike  upon  the  Pullman 
Company  and  the  various  railroads  using  the  cars  of  Pullman  a  subjective 
or  "fellow  feeling"  only — was  there  not  bloodshed?     Was  there  not  de- 


The  Inception  and  History  of  Strikes.  71 

struction  of  property  by  the  millions'?  Were  not  the  lives  of  peaceful 
citizens  in  jeopardy  every  hour  from  violence  on  the  one  hand  and  starva- 
tion on  the  other?  And  yet  these  leaders  talk  about  peaceable,  "sympa- 
thetic strikes."  And  for  what  ?  In  order  to  compel  the  management  of 
the  corporations,  if  you  please,  to  turn  their  property  over  to  them. 

One  can  readily  imagine  the  young  president  of  the  American  Railway 
Union,  elated  with  past  successes  and  flushed  with  bis  present  prestige, 
assuming  the  role  of  Spartacus :  ' '  Ye  call  me  chief ;  and  you  do  well  to  call 
him  chief,  who  for  twelve  long  years  has  met  upon  the  arena  every  shape 
of  man  and  beast  the  broad  empire  of  Rome  could  furnish,  and  who  never 
yet  lowered  his  arm.  If  there  be  one  among  you  who  can  say,  that  ever 
in  public  fight  or  private  broil,  my  actions  did  belie  my  tongue,  let  him  stand 
forth  and  say  it.  If  there  be  three  in  all  your  company  dare  face  me  on 
the  bloody  sands,  let  them  come  on.  And  yet  I  was  not  always  thus,  a 
hired  butcher,  a  savage  chief  of  still  more  savage  men.  My  ancestors  came 
from  old  Sparta  and  settled  among  the  vine-clad  rocks  and  citron  groves  of 
Syrasella.  My  early  life  ran  quiet  as  the  brooks  by  which  I  sported ;  and 
when  at  noon  I  gathered  the  sheep  beneath  the  shade  and  played  upon  the 
shepherd's  flute,  there  was  a  friend,  the  son  of  a  neighbor,  to  join  me  in  the 
pastime.  One  evening,  after  the  sheep  were  all  folded,  and  we  were  all 
seated  beneath  the  myrtle  which  shaded  our  cottage,  my  grandsire,  an  old 
man,  was  telling  of  Marathon  and  Leuctra,  and  how  in  ancient  times  a 
little  band  of  Spartans  in  a  defile  of  the  mountains  had  withstood  a  whole 
army.  I  did  not  then  know  what  war  was  ;  my  cheeks  burned,  and  I  knew 
not  why,  and  I  clasped  the  knees  of  that  venerable  man  until  my  mother, 
parting  the  hair  from  ofi"  my  forehead,  kissed  my  throbbing  temples  and 
bade  me  go  to  rest,  and  think  no  more  of  those  old  tales  and  savage  wars. 
But  to-day  I  killed  a  man  in  the  arena ;  and  when  I  broke  his  helmet  clasps, 
behold,  he  was  my  friend  (an  'innocent  passer-by').  I  begged  that  I 
might  bear  away  the  body  to  burn  it  upon  a  funeral  pile  and  mourn  over 
its  loss.  The  praetor  drew  back,  as  I  was  pollution,  and  sternly  said :  '  Let 
the  carrion  rot !  There  are  no  noble  men  but  Romans ! '  And  so,  fellow 
gladiators  (fellow  strikers),  must  you  and  so  must  I  die  like  dogs!  If  ye 
are  beasts,  then  stand  here  like  fat  oxen  waiting  for  the  butcher's  knife.     If 


72  The  Inception  and  History  of  Strikes. 

ye  are  men,  follow  nie.  O,  comrades !  warriors !  Thracians !  ('  sympa- 
thizers!') If  we  must  fight,  let  us  fight  for  ourselves!  If  we  must 
slaughter,  let  us  slaughter  our  oppressors  ('employers').  If  we  must  die, 
let  it  be  uuder  the  clear  sky,  by  the  bright  waters  (of  Lake  Michigan)  in  a 
noble,  honorable  battle  (a  'sympathetic  strike')." 

The  conclusion  of  the  Pullman  strike  can  be  best  gathered  from  the 
following  quotations : 

"Resolved,  That  the  Senate  endorses  tlie  prompt  and  vigorous  measures  adopted 
by  the  President  of  the  United  States  and  the  members  of  his  administration  to  re- 
pulse and  repress  by  military  force  the  interference  of  lawless  men  with  the  due 
process  of  the  laws  of  the  United  States,  and  with  the  commerce  among  the  States. 
It  is  within  the  plain  constitutional  authority  of  the  Congress  of  the  United  States  '  to 
regulate  commerce  with  foreign  nations  and  among  the  several  States  and  with  the 
Indian  tribes,'  'to  establish  post-offices  and  post-roads,'  and  to  ordain  and  to  establish 
inferior  courts;  and  the  judicial  power  extends  to  all  cases  in  law  and  equity  arising 
under  the  Constitution  and  laws  of  the  United  States.  It  is  the  duty  of  the  President, 
under  the  Constitution,  to  'take  care  that  the  laws  be  faithfully  executed,'  and  to  this 
end  it  is  provided  that  he  shall  be  '  Commander-in-chief  of  the  army  and  navy  of  the 
United  States,  and  of  all  the  militia  of  the  several  States,  when  called  into  the  actual 
service  of  the  United  States. ' 

"  It  is  treason  against  the  United  States  for  a  citizen  to  levy  war  against  them,  or 
to  adhere  to  their  enemies,  giving  them  aid  and  comfort. 

"Those  who  combine  to  use  force,  to  assail,  or  resist  the  constituted  authorities  of 
the  United  States,  civil  or  military,  should  be  warned  of  the  magnitude  of  their 
offense,  and  those  who  earn  honest  bread  by  honest  toil  can  do  nothing  more  detri- 
mental to  their  interest  than  to  show  them  any  sort  of  maintenance  in  their  lawless 
course. 

"The  action  of  the  President  and  his  administration  has  the  full  sympathy  and 
support  of  the  law-abiding  masses  of  people  of  the  United  States,  and  he  will  be  sup- 
ported by  all  departments  of  the  Government  and  by  the  power  and  resource-  of  the 
entire  nation." 

(Passed  July  11,  1894.) 

"Ann  Arbok,  Mich.,  July  15,  1894. 
"  President  Grovbr  Cleveland, 

"Honored  Sir:  Now  that  the  great  strike  in  which  your  official  intervention 
became  so  necessarj'  has  been  clearly  shown  to  be  a  failure,  1  beg  to  be  allowed  +o 
express  my  unqual'^'.ed  satisfaction  with  every  step  you  have  taken  in  vindication  of 


The  Inception  and  Hidory  of  Strikes.  73 

the  national  authority,  and  with  the  restoration  of  law  and  order,  which  has  followed 
or  is  now  in  progress. 

"  The  caution  and  deliberation  with  which  you  have  proceeded  are,  I  think,  worthy, 
like  the  accompanying  firmness,  of  highest  praise,  and  I  am  specially  gratified  that  a 
great  and  valuable  lesson  in  constitutional  construction  has  been  settled  for  all  time 
with  remarkably  little  bloodshed. 

"  You  and  the  Attorney-General  also  have  won  the  gratitude  of  the  country,  not 
for  this  generation  only,  but  for  all  time,  and  that  God  may  bless  you  for  it  is  the  sin- 
cere prayer  of  Your  obedient  servant,  Thomas  M.  Coolet." 

"Resolved,  That  the  House  of  Kepresentatives  endorses  the  prompt  and  vigorous 
efforts  of  the  President  and  his  administration  to  suppress  lawlessness,  restore  order, 
and  prevent  improper  interference  with  the  enforcement  of  the  laws  of  the  [Jnited 
States,  and  with  the  transportation  of  the  mails  of  the  United  States,  and  with  inter- 
state commerce ;  and  pledges  the  President  hearty  support,  and  deems  that  the  success 
which  has  already  attended  his  efforts  is  cause  for  public  and  general  congratulation." 

(Passed  July  16,  1894.) 

A  great  deal,  of  course,  has  been  said,  about  Mr.  Pullman  —  the  pluto- 
crat, and  other  hard  names  and  epithets  have  been,  without  price  or  stint, 
heaped  upon  him  —  "  sympathetically,"  doubtless  (?). 

The  writer  a  few  years  ago  visited  Pullman  to  see  for  himself  what  had 
been  done  there.  He  found  a  veritable  magic  city ;  an  ideal  wrought  into 
a  reality ;  a  happy  home,  made  so  by  the  genius  and  forethought  and  busi- 
ness capacity  of  its  founder.  On  January  1,  1881,  the  population  con- 
sisted of  four  souls;  that  the  last  census  shows  a  population  of  11,000 
inhabitants,  that  of  these,  that  year,  1,235  were  in  the  schools,  about  the 
usual  proportion,  and  for  instruction  of  these  twenty-one  teachers  were  fur- 
nished. 

Next  to  the  schools  come  the  churches.  Pullman  has  ten  different 
church  societies  and  a  number  of  handsome  church  edifices.  These  are  for 
the  spiritually  or  religiously  inclined. 

For  those  who  enjoy  the  opera,  the  stage,  the  song,  and  the  dance,  the 
Arcadia  Theater,  a  commodious  structure,  furnished  w'th  all  the  modern 
improvements,  is  found. 

For  those  still  who  are  fonder  of  books  than  either  church  or  theater,  or 
in  addition  to  both  of  these,  there  is  the  Pullman  Library,  containing  over 


74  'fhe  Inception  and  History  of  Strikes. 

8,000  volumes,  together  with  a  subscription   list   of  over   seventy  papers 
and  journals.     This  is  the  personal  gift  of  Mr.  Pullman. 

A  good  deal  has  been  said  about  the  "  exorbitant  rents."  What  are  the 
facts?  The  rents  of  the  houses  range  from  five  to  fifty  dollars  per  month, 
the  average  being  fourteen  dollars  a  month.  Compare  these  with  Chi- 
cago—  with  any  other  city.  But,  if  Mr.  Pullman  is  to  be  believed,  and 
what  he  has  said  is  quoted : 

"Ono  of  these  charges  is  that  rents  are  exorbitant,  and  it  is  implied  that  the 
Pullman  employees  have  no  choice  but  to  submit.  The  answer  is  simple:  the  average 
rental  of  tenements  at  Pullman  is  at  the  rate  of  three  dollars  a  room,  per  month,  and 
the  renting  of  houses  at  Pullman  has  no  relation  to  the  work  in  the  shops.  Employees 
may  own  or  rent  their  homes  outside  of  town,  and  the  building  and  business  places  in 
the  t(?wn  are  rented  to  employees  or  to  others  in  competition  with  neighboring 
properties." 

The  "  neighboring  properties"  are  Kensington  and  Roseland. 

Bank  and  Bank  Deposits. — These  show  unmistakably  the  status  of  a 

people. 

Pullman  Loan  and  Savings  Bank. 

(Organized  May  7, 1883.) 
Statement,  at  Close  of  Business,  December  31,  1892. 

Resources  —  (not  itemized  to  save  space) $1,148,830  73 

Liabilities  — 

Capital $100,000  00 

Surplus,    70,000  00 

Profits  and  Loans, 21,136  15 

Dividends  unpaid, 3,000  00 

Deposits,  Commercial 378,141  04 

Deposits,  Savings, 576,553  54 

Total, $1,148,830  73 

Observe  that  the  "Deposits,  Savings"  are  more  than  one  half  of  the 
entire  liabilities.     Business  men  will  pronounce  this  a  good  showing. 

On  May  26,  1893,  there  were  2,585  savings  depositors.  On  this  date 
their  aggregate  deposits  being  $677,328.02,  or  $265.02  as  the  average  of 
each  savings  depositor. 


The  Inception  and  Histoi-y  of  Strikes.  75 

Again,  October  13,  1892,  when  there  was  prosperity  in  the  country,  and 
it  is  supposed  that  the  Pullman  employees  were  happy  and  should  have  ''  laid 
up  for  a  rainy  day,"  the  value  of  the  manufactured  product  of  the  car- 
works  of  the  company  for  the  year  was  810,308,939.66,  and  of  other  in- 
dustries, including  rentals,  making  a  total  of  §11,726,343.57.  There  were 
on  the  pay-rolls  this  year  4,942  persons,  receiving  as  wages  paid  $2,918,- 
997.41,  an  average  for  each  person  employed  of  $590.65. 

It  seems  that  the  average  for  operatives  a  day  is  about  two  dollars  for 
every  person  employed.  Some  mechanics  earn  three  and  some  four  dollars 
per  day. 

"Another  Comparison"  (not)  "Odious." — The  Michigan  Bureau  of 
Labor  and  Statistics,  during  the  summer  of  1891,  made  a  canvass  of  8,838 
workingmen  in  201  different  industries  in  that  State,  and  found  the  average 
annual  earnings  of  their  operatives  to  be  $467.02,  or  $123.63  less  than  the 
operatives  of  Pullman,  year  1892. 

In  a  city  of  some  thirty-five  thousand  inhabitants  and  a  city  claiming 
to  be  in  the  lead  as  to  compensation  of  its  educational  workers,  the  average 
salary  paid  the  teachers,  and  this  includes  the  High  School  principal  and 
assistants,  is  $540.60  for  scholastic  year,  or  $50.05  in  favor  of  the  Pull- 
man employees  over  the  teachers  of  the  city  mentioned,  and  with  this  dif- 
ference, the  employees  of  Pullman  can  "  strike"  at  pleasure,  the  latter,  the 
teachers,  can  not.  And  here  is  so  curious  an  anomaly  in  the  relation 
between  the  employer  and  employee  that  I  must  be  pardoned  for  mention- 
ing it,  viz. ,  in  the  case  of  the  teacher  the  employer  selects  the  goods  and  sets 
tlie  price: 

"  Mr.  ,  we  have  this  day  selected  you  as  a  teacher  in  our  schools, 

and  you  will  receive as  your  salary."     Should  it  not  read  thus: 

"]\[r. ,  we  have  this  day  selected  you  as  a  teacher  in  our  schools; 

what  compensation  do  you  expect  us  to  give  ?  Please  advise  us  at  your 
earliest  opportunity." 

At  Homestead  the  operatives  received  more  than  the  presidents  or  pro- 
fessors, judges  or  ministers,  etc.  ;  at  Pullman  the  operatives  received  more 
than  the  teachers  in  our  best  city  schools.^- 

*The  average  price  paid  public  school  teachers,  superinteadents  included,  in  the  the  United 
s»Ates,  1892.  was  $280  per  annum.    (See  Statistical  Abstract,  1893,  page  26.) 


76  The  Inception  and  History  of  Strikes. 

Watered  Stock. — A  word  as  to  this.  The  Pullman  Company  -was  organ- 
ized over  twenty-five  years  ago  with  a  capital  of  one  million  dollars.  The 
capital  has  grown  until  its  sleeping-car  service  covers  a  hundred  and 
twenty-five  thousand  miles  of  railway,  or  about  three  fourths  of  the  rail- 
way system  of  the  country.  This  increasing  service  has  necessitated  an 
increase  of  its  capital  from  time  to  time  until  now  the  capital  is  $36,000,- 
000.  Every  share  of  this  has  been  sold  to  stockholders  and  to  others  in  the 
ordinary  course  of  business  at  not  less  than  par  in  cash  ;  so  that  the  com- 
pany for  every  share  has  received  $100  in  cash.  There  are  over  four 
thousand  stockholders,  and  of  whom  more  than  one  half  are  women  and 
trustees  of  estates.  The  average  holding  of  each  stockholder  is  now  eighty- 
six  shares,  one  fifth  of  these  holding  less  than  six  shares  each.  Possibly 
some  of  these  are  the  employees,  if  not,  they  should  be. 

Exorbitant  Rates  of  the  Pullman  Cars. — Much  complaint  now  is 
heard  from  the  people  on  this  score,  and  politicians  are  keen  to  regulate  and 
to  fix  their  rates. 

The  memory  of  our  people  is  quite  short,  and  their  knowledge  of  facts 
seems  also  to  be  defective.  The  first  Pullman  built  was  the  Pioneer,  at  a  cost 
of  $18,000,  the  next  car,  or  its  successor,  cost  $24,000,  an  increase  in  outlay 
of  33J  per  cent ;  the  berths  were  advanced  from  $1.50  to  $2.00.  It  was  pre- 
dicted that  this  advance  would  ruin  the  line  of  railroad  operating  the  car 
with  the  two-dollar  berths.  It  was  agreed  to  continue  the  two  prices  on  the 
same  line,  giving  the  passengers  the  choice  as  to  the  lower  or  higher  price. 
The  result  was  the  selection  by  the  American  citizen  of  the  two-dollar 
berth.  Public  opinion,  the  free  will  of  the  sovereign,  decided  the  matter 
then,  and  has  continued  to  adhere  to  its  selection  since.  Now  as  to  the  actual 
facts,  and  as  to  the  exorbitant  charges  of  the  sleeping  car,  or  palace  car 
service,  whether  Pullman  or  Wagner,  or  still  another  company,  in  the 
United  States  as  compared  with  a  like  service  on  the  continent  of  Eur  jpe : 

Comparative  Palace  Car  Kates.* 

Routes.                                                                     Distance  in  miles.  Berth  fares. 

Paris  to  Rome, 901  $12  75 

New  York  to  Chicai-o,   912  5  50 

Calais  to  Brindusi,   1,374  22  50 

Boston  to  St.  Louis, 1,33C  6  50 

*  Taken  from  page  55. 


Tlie  Incepiion  and  History  of  Strikes.  77 

Add  to  this  a  case  of  gross  earnings :  The  Pennsylvania  Railroad's 
gross  earnings,  in  1891,  847,619,280.  If  it  had  received  the  same  rate  per 
ton  per  mile  as  the  roads  of  Great  Britain,  the  gross  revenue  would  have 
been  $147,252,379,  or  the  roads  of  Great  Britain  charge  three  times  as  much 
per  ton  per  mile  as  our  roads  do. 

Just  here  a  quotation  from  the  ablest  writer  upon  economics  in  this  or 
any  country  will  not  be  amiss.  Says  this  eminent  authority:  ''In  the 
period  that  elapsed  from  1865  to  1869  the  rates  were  considered  very  low, 
and  the  service  was  constantly  improving  and  becoming  greater  and 
greater.  Yet,  low  as  these  rates  then  were,  had  all  the  railroads  in  the 
United  States  during  the  last  ten  years  been  able  to  make  a  similar  charge 
for  their  services,  they  would  have  earned  each  year  for  ten  years  a  thousand 
million  dollars  ($1,000,000,000)  more  than  they  did  earn. 

"  The  gross  difference  between  what  the  railways  of  the  United  States 
did  earn  in  the  last  ten  years,  and  what  they  would  have  received  at  the 
rates  of  1865  to  1869,  comes  to  over  ten  thousand  million  dollars  (610,000,- 
000,000),  and  that  is  a  greater  sum  than  the  market  value  of  all  the  stocks 
and  bonds  of  all  the  railways  even  before  the  panic  depressed  them." 

This  amount  in  dollars  consecutively  placed  would  form  a  silver  band 
girdling  the  earth  nine  and  one  half  times.  And  yet  our  people  who  should 
know  better,  still  insist  on  "  lower  rates,"  on  "  regulating "  or  "confiscat- 
ing "  our  roads. 

One  Solution  of  these  Troubles. — From  the  relation  between  the 
operating  expenses  of  the  railroad  and  other  charges,  it  is  found  that  the 
employees,  not  counting  the  labor  value  in  the  outlay  for  the  road,  the 
rolling  stock,  and,  in  a  word,  for  all  the  fixtures  for  operation,  get  from 
64  to  66  per  cent,  and  that  after  paying  these  and  all  other  charges,  the 
owners,  the  stockholders  (if  they  get  any  thing)  get  from  H  to  4  per  cent 
for  their  part. 

Now  to  the  question :  If  the  employees  are  not  satisfied,  why  not  buy 
up  the  stock  of  the  corporations  whether  of  one  kind  or  another  and  control 
the  same,  and  in  their  own  way.  This  is  not  chimerical.  It  is  business, 
and  if  the  employees  would  at  once  determine  to  do  this,  they  would  at 
least  accomplish  one  thing,  a  saving  of  their  means,  and  that,  too,  without 


78  The  Inception  and  History  oj  Strikes. 

paying  out,  contributing  to  the  support  of  leaders  who  must  be  classed,  if 
not  "  blind,"  as  those  who  do  not  see  clearly  what  is  the  best  for  their 
people. 

Belonging  as  I  do  to  the  class  of  wage-earners,  having  been  an  employee 
all  my  life,  1  do  feel  more  than  ordinary  interest  in  my  fellow  or  co-laborers. 
In  an  address  before  the  National  Educational  Association  meeting  in  Nash- 
ville, July,  1889,  after  reviewing  our  educational  status,  I  said  :  "Is  there 
any  good  ground  for  seeming  apprehension,  alarm  for  our  republic?  Well, 
all  things  have  not  gone  well  during  the  past  decade ;  there  has  been  a  good 
deal  of  friction.  There  is  to-day  not  the  very  best  feeling  between  the  men 
who  labor  with  their  hands  and  the  men  who  do  not ;  between  what  I  call 
'  work  and  wealth.'  We  school  men  should  extend  our  fields  of  study.  We 
should  look  further  into  matters  than  perhaps  we  are  expected  to,  at  least 
further  than  we  are  accredited  as  doing.  I  have  told  you  how  the  equilib- 
rium of  the  States  can  be  maintained  as  States,  as  Sovereignties,  and  how 
our  Union  can  be  preserved.  There  must  be  preserved  another  equilibrium 
and  that  among  our  industries  —  an  equilibrium  of  agriculture,  manufac- 
ture, and  commerce  must  be  maintained.  Under  the  head  of  Transmuta- 
tion, Transformation,  and  Transportation,  I  discussed  the  same  subject  in 
my  '  Railroad  in  Education.'  *  I  here  briefly  restate  :  Transmutation  is  agri- 
culture— transformation  is  manufacture,  and  transportation  is  commerce. 
That  in  the  morbid  greed  for  gain — the  ambition  to  gi'ow  rich  in  a  short  time 
— agriculture  has  been  neglected,  the  quiet  fields  and  the  lonely  forests  have 
been  abandoned  by  too  many.  '  Excuses  are  formed  for  thus  deserting  the 
houses  and  farms  of  our  fathers :  That  the  cities  present  advantages  for  church 
and  schools,  and  I  must,  therefore,  move  to  the  city  for  social,  for  church 
and  school  facilities.'    There  is  a  lack  of  equilibrium  in  these  industries. 

"Would  I  a  house  for  happiness  erect, 
Nature  alone  should  be  the  architect ; 
She  'd  build  more  convenient  than  great, 
And  doubtless  in  the  country  choose  her  seat." 

*  See  page  38. 


The  Inception  and  History  of  Strikes.  79 

It  may  not  be  amiss — indeed  it  seems  to  be  the  very  thing  to  show  by 
actual  facts  how  our  country  people  have  sought  the  cities,  hence  the  fol- 
lowing table,  taken  from  the  United  States  Census : 

POPULATION  LIVING  IN  CITIES  AT  EACH  DECADE. 

Census  ^"of'th^e"'^  Population  Percent. 

Years.  United  States.  living  iu  Cities.  Increase. 

1790 3,929,214  131,472  3.35 

1800 5,308,483  210,873  3.97 

1810 7,239,881  356,920  4.93 

1820 9,633,822  475,135  4.93 

1830 12,866,020  1,864,509  6.72 

1840 17,069,453  1,453,994  8.52 

1850 23,191,876  2,897,586  12.49 

1860 31,443,321  5,072,256  16.13 

1870 38,558,371  8,071,875  20.93 

1880 50,155,783  11,318,547  22.57 

1890 62,622,250  18,235,670  29.12 

Or,  since  1790,  Avhile  our  entire  population  has  increased  sixteen  fold, 
the  city  population  has  increased  over  one  hundred  fold. 

It  will  also  be  observed  that  the  movement  from  the  country  into  the 
cities  shows  the  greatest  increase  after  1840,  that  the  city  population  in  1850 
was  within  a  trifle  of  twice  as  much  as  in  1840,  that  from  this  point  the 
gain  has  been  steady,  increasing  all  the  time. 

•'Tra.nsportation"  and  "Transformation." — The  railroads  and  the 
manufactories  have  had  most  to  do  with  this  "change  of  base." 

The  desire  on  the  part  of  the  people  generally  not  only  to  receive  better 
prices,  but  definite  wages— prompt  reward — have  caused  this  transfer  of  our 
people  from  the  country  to  the  city. 

When  sailing  vessels  carried  the  commerce  of  the  world,  ship-building — 
"following  the  water" — drained  all  the  sea-coast  country  of  its  men. 

The  statesman,  the  teacher,  the  minister  of  the  Gospel,  and  the  press  all 
should  come  to  the  rescue.  What  shall  be  done?  What  can  be  done? 
Make  agriculture  more  lucrative  ?  No  ;  make  the  country  home,  society, 
church,  and  school  privileges  better,  more  attractive." 


80 


The  Inception  and  History  of  Strikes. 


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The  Inception  and  History  of  Strikes. 


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82  The  Inception  and  History  of  Strikes. 

But  here  we  are  met  at  the  very  threshold  :  "Agriculture  is  not  remu- 
nerative." No ;  but  agriculture  is  at  least  independent.  If  you  can  not 
sell  at  your  prices,  you  can  convert  your  products  at  home  into  what  you 
can  sell.  Further:  If  you  can  not  convert  your  products,  you  can  con- 
sume them,  and  if  you  can  not  consume  all,  it  is  better  to  lose  a  great  deal 
of  what  you  have  than  to  have  to  purchase  a  little  of  what  you  have  not. 
Operatives  have  to  purchase  every  thing.  A  peck  of  potatoes  is  dear  at 
ten  cents  if  you  have  not  the  dime  to  pay  for  them. 

The  Condition  of  the  Country. — It  has  taken  quite  a  space,  many 
years,  to  reach  the  present  condition  of  things.  Since  the  war  particularly 
there  have  been  two  tendencies,  and  these  from  or  in  opposite  directions. 
For  example :     (See  Fig.  1.) 

An  examination  of  railroad  rates  or  average  freight  charges  (cents 
per  ton  per  mile),  on  eighteen  trunk  railroads  in  the  United  States,  from 
1873  to  1892  (Statistical  Abstract  of  U.  S.,  No.  16,  page  280),  it  will 
be  seen  that  freight  rates  have  decreased  steadily  from  2  cents  per  ton 
per  mile,  in  1873,  to  .799,  or  -^^  of  a  cent  per  ton  per  mile,  in  1892,  or  a 
reduction  of  1.2  cents,  more  than  half  on  every  ton,  a  reduction  of  60  per 
cent,  or  the  roads  now  have  to  carry  2^  times  as  much  as  they  did  in 
1873  to  earn  the  same  revenue  they  did  then.  That  is,  in  round  numbers, 
they  must  secure  2^  times  as  much  tonnage,  and,  secondly,  furnish  the 
equipment  and  pay  the  operating  expenses  to  move  it,  to  accomplish  the 
same  results  as  in  1873.     (See  Fig.  2.) 

From  another  table,  wages  for  fifty-two  years,  from  1848  to  1891,  it 
will  be  seen  that  wages  for  1860  being  100  per  cent.,  that  in  1891  freight 
conductors  had  gone  up  to  159.2;  brakemen  (freight),  to  151 ;  brakemen 
(passenger),  to  160;  locomotive  engineers,  to  164.8  ;  that  railroad  carpen- 
ters, in  1873,  had  reached  211.5,  falling  off,  however,  to  152.7  in  1891- 
Should  these  comparisons,  however,  be  extended  back  from  1840  to  1891, 
it  will  be  seen  that  the  first  named  freight  conductors  went  from  103.1,  in 
1840,  to  159.3  in  1891 ;  freight  brakemen  went  from  85.8  in  1840,  to  151 
in  1891 ;  or  an  advance  of  77.6  per  cent.  Locomotive  firemen  advanced 
from  1840,  92.6  to  172.1,  or  an  advance  of  86.4  per  cent. 

Nor  is  it  intended  at  all  to  convey  the  idea  that  wages  are  too  high,  but 


The  Inception  and  History  of  Strikes.  83 

that  ttie  tariff —  the  remuneration  to  the  railroads  —  is  entirely  too  small. 
There  is  still  another  item  of  great  expense  to  the  railroad  managements, 
and  seems  never  to  be  thought  of  by  the  political  agitator  —  the  political 
**  manager,"  viz :  The  physiologist  tells  us  that  our  entire  physical  make- 
up— our  bodies — undergoes  an  entire  renewal  every  seven  years.  This  is 
not  quite  true  of  a  railroad.  It  is  said  that  the  natural  life  of  an  engine  is 
fifteen  years.  Iron  rails,  if  properly  cared  for,  will  last  about  eight  years  ; 
steel  rails,  fifteen.  The  average  life  of  ties  is  from  four  to  seven  years, 
depending  entirely  on  the  character  and  kind  of  timber,  the  nature  of  the 
soil  in  which  they  are  laid.  A  box-car  lasts  about  twelve  years  ;  passenger- 
cars  have  a  somewhat  longer  existence,  about  eighteen  years.  Add  to  this, 
however,  that  an  engine  must  go  into  the  shops  for  overhauling  at  least  once 
a  year,  and  that  the  whole  rolling-stock  is  continually  in  the  repair-shop. 
Pile  and  trestle  bridges  require  renewing  about  every  seven  years. 
Wooden  bridges,  under  roof,  will  last,  say  twice  as  long.  The  life  of 
an  iron  bridge,  if  properly  cared  for,  will  reach  the  age  of  an  ordinary 
man.  Or,  the  physiological  life  of  a  railroad  may  be  put  down  at  about 
sixteen  years,  hence  the  continued  demands  upon  the  management  for  new 
equipment,  called  by  those  unfriendly  to  railroads  "  watered  stock." 

The  Status  of  Labor. — Its  remuneration  has  been  steadily  upward — the 
products  or  results  of  labor,  whether  of  the  shop  or  the  plowshare,  the  loom  or 
the  anvil,  have  been  continually  downward ;  or  the  purchasing  value  of  a 
dollar  has  become  greater  and  greater.  This  may  be  a  partial  solution  of 
the  following  catastrophies.     I  say  "  partial  "  advisedly. 

Receiverships  in  the  First  Six  Months  of  1894: 

Total,  23  lines, 2,988  miles. 

Funded  debt, $121,843,000  00 

Capital  stock, 138,258,000  00 

Total  bonds  and  stock, 260,101,000  00 

The  latter  items  are  partially  estimated. 

Foreclosure  Sales  in  the  First  Six  Months  of  1894: 

Total,  16  Mnes, 1,316  miles. 

Funded  debt, $43,571,000  00 

Capital  stock, 33,051,000  00 

Total $76,622,00 )  00 


84  The  Inception  mid  History  of  Strikes. 

Recalling  the  failures  and  foreclosures  of  1893,  it  will  be  found  that 
in  the  last  eighteen  months  ninety-seven  railway  companies,  owning  nearly 
32,000  miles  of  road,  and  representing  more  than  two  billions  of  dollars 
($2,000,000,000),  or  two  thousand  million  of  dollars,  in  bonds  and  stocks, 
have  defaulted  and  been  placed  in  the  hands  of  receivers. 

A  gleam  of  hope,  however,  may  be  gained  from  the  fact,  terrible  as  it 
is,  that  the  record  for  insolvencies  for  the  first  half  of  1894  is  not  so  bad  as 
the  first  half  of  1893. 

As  a  statement  of  the  reduction  in  tariff'  has  been  given  on  eighteen 
trunk  lines  for  the  space  of  eleven  years,  and  also  the  continuous  advance 
of  wages  even  for  a  greater  period,  a  summary  of  receiverships  is  here 
given  for  ten  years,  and  the  order  and  particular  years  in  which  these 
occurred  will  be  found  full  of  instruction : 

Year.                       No.  Roads.         Mileage.  Stock  and  Bonds. 

1884 37  11,038  $714,755,000  00 

1885 44  8,386  385,460,000  00 

1886 13  1,799  70,346,000  00 

1887.- 9  1,046  90,318,000  00 

1888 22  3,270  186,814,000  00 

1889 22  3,803  99,664,000  00 

1890 26  2,963  105,007,000  00 

1891 26  2,159  84,479,000  00 

1892 36  10,508  357,692,000  00 

1893 74  29,840  1,7^1,046,000  00 

10  Years.  309  74,312  $3,875,581,000  00 

There  are  those  who  would  say:  "  Comment  is  unnecessary,  these  fig 
ures  speak  for  themselves."  But  this  would  be  unpardonable  in  the  writer. 
Political  agitation.  Granger  legislation,  the  desire  upon  the  part  of  some 
shijjpers  to  obtain  concessions,  not  the  same,  but  better  rates  than  their  com- 
petitors —  the  wish  upon  the  part  of  the  railroad  managers  to  do  the  best 
possible  for  their  patrons,  and  even  at  unremunerative  figures,  to  secure 
the  business ;  the  continued  discussion  and  the  final  passage  (1887)  of  the 
Interstate  Commerce  Bill,*  and  its  unreasonable  demands,  have  all  been 
prime  factors  in  these  disastrous  results. 

*See  page  40. 


The  Inception  and  History  of  Strikes.  85 

Of  course,  labor  leaders  have  contributed  their  share,  still  in  comparison 
with  other  agitators  and  disturbers  of  the  labor  and  capital  equilibrium,  the 
latter  is  small  indeed.  The  greatest  factor,  though  negatively  exercised, 
has  been  the  puerile  senility  of  our  present  Congress.  The  present  paralysis 
of  business  is  due  to  their  lack  of  prompt  action  upon  the  tariff  and  upon 
a  sound  financial  business  basis  of  money. 

Corporations,  accumulations  of  capital,  are  Nature's  teachings ;  our 
country  territorially  extends  from  ocean  to  ocean  and  from  the  Great  Lakes 
to  the  Greater  Gulf. 

Individual  efforts  must,  like  the  individual  links  of  a  chain,  be  banded 
together.  Think  of  building  a  railroad  across  this  continent  without  a 
corporation,  without  the  accumulation  of  millions  of  dollars  and  thousands 
of  men.  Capital  and  labor  are  two  in  one ;  distinct — separate  in  possession : 
united — one  in  action. 

Another  solution,  and  one  quite  popular  with  the  politicians,  is  in 

The  Government  Control  of  the  Railways. 

"The  strike  to-day  is  not  for  wages,  not  for  the  recognition  of  any 
association  or  organization.  It  is  a  strike  for  the  control  of  the  arteries  of 
trade  and  industry." 

This  is  the  language  of  one  of  the  most  successful  labor  leaders,  because 
he  did  least  to  destroy  property  and  jeopardize  human  life. 

But  let  us  see  as  to  the  business  capacity  of  the  Government — the 
ability  to  operate  railroads  successfully  if  owned  by  the  Government.  In 
1880,  the  deficit  or  loss  on  account  of  post-office  expenses,  a  matter  wholly 
under  the  control  of  the  Government,  was  $3,218,647.56.  In  1893,  the 
deficit  was  $7,815,616.81. 

"Comment"  here,  indeed,  is  "unnecessary." 

It  is  indisputably  true  that  the  individual  working  for  the  Government 
has  not,  in  any  case,  the  opportunity  for  personal  advancement  that  he 
would  have  in  working  for  a  private  corporation ;  if  for  no  other  reason, 
because  of  the  excessive  competition  between  all  large  industrial  enterprises, 
particularly  the  railroads.  That  competition  requires  that  the  individual 
flhall  have  opportunity  of  developing  himself.     It  results  in  employing 


86  The  Inception  and  History  of  Strikes. 

more  men  and  better  men,  in  order  to  improve  and  increase  the  efficiency 
of  the  work  performed  and  attract  the  patronage  of  the  public.  Under 
governmental  control  the  necessity  for  improved  facilities,  more  trains,  fast 
trains,  better  track,  and  higher  grade  of  equipment,  now  called  for  by 
reason  of  the  excessive  competition,  would  be  withdrawn.  Under  govern- 
mental control  it  would  become  the  duty  of  the  Government  to  see  that 
traffic  passed  over  the  lines  of  least  resistance.  In  other  words,  between  two 
given  points  the  traffic  would  be  concentrated  on  the  shortest  line  over  which 
it  could  move  w^ith  the  greatest  economy,  and  the  longer  lines  which  now 
compete  actively,  and  furnish  employment  for  so  great  a  number  of  laboring 
men,  would  be  restricted  simply  to  local  traffic  in  territory  adjacent  to  such 
lines,  and  absolutely  dependent  upon  such  lines  for  transportation  facilities. 

In  confirmation  of  this  take  the  history  of  the  South  and  North  Alabama 
Railroad,  a  short  division  of  ths  Louisville  and  Nashville  system. 

This  road  is  183  miles  in  length,  extending  from  Decatur,  Ala.,  through 
Birmingham  to  Montgomery.  This  line  was  completed  and  opened  for 
operation  in  1872. 

Under  the  following  classification  of  employes,  viz.,  passenger  and 
freight  conductors,  passenger  and  freight  brakemen,  train  baggagemen, 
locomotive  engineers  and  firemen,  blacksmiths,  boiler  makers,  machinists, 
carpenters,  and  shop  laborers,  there  was  employed  on  this  line  of  road, 
April,  1873,  a  total  of  239  men.  In  1896,  this  year,  with  the  same  mileage, 
there  are  employed  under  the  same  classes  1,200  men,  or  this  little  road 
gives  to-day  employment  to  five  times  as  many  operatives  as  it  did  twenty- 
three  years  ago. 

The  True  Solution,  I  think,  must  be  looked  for  in  quite  a  different 
direction. 

In  the  presidential  address  before  the  National  Bar  Association,  entitled 
ime  Lessons  of  Civil  Disorders,  Judge  Cooley  took  occasion  to  say :  "  I 
wish  to  call  attention  to  an  obligation  resting  upon  the  members  of  the 
legal  profession,  and  which  I  think  goes  quite  beyond  that  which  under 
the  same  state  of  facts  would  rest  upon  citizens  in  general.  When,  as  we 
have  lately  seen,  so-called  industrial  armies  dissolve  into  roving  vagabonds 
and  beggars,  the  absurdity  of  their  claims  and  pretenses  makes  them  the 


The  Inception  and  History  of  Strikes.  87 

subject  of  contempt  and  ridicule ;  but  if  their  mischievous  doctrines  have 
taken  root  among  any  class  of  our  people,  and  their  demoralizing  raids 
upon  the  industry  of  the  country  are  likely  to  be  repeated  by  themselves  or 
others,  it  is  not  by  a  thoughtless  and  contemptuous  word  that  the  mention 
of  them  can  be  wisely  dismissed. 

"  Especially  is  this  the  case  as  regards  the  members  of  the  legal  profes- 
sion, for  a  special  duty  rests  upon  them  to  give  active  and  eflfective  aid  to 
established  institutions  whenever  revolutionary  doctrines  are  brought  for- 
ward, or  when  the  fundamental  rights  we  had  supposed  were  made  secure 
under  constitutional  guarantees,  are  invaded  or  appear  to  be  put  in  peril. 

"  It  is  a  low  and  very  unworthy  view  any  lawyer  takes  of  his  office  when 
he  assumes  that  he  has  nothing  to  do  with  public  ignorance  of  the  duty  of 
subordination  to  the  institution  of  organized  society,  or  with  breaches  of 
law  existing  or  threatened,  except  as  he  may  be  called  upon  to  prosecute  or 
defend  in  the  courts  for  a  compensation  to  be  paid  him." 

In  line  with  this  position  of  Judge  Cooley  in  reference  to  his  profession, 
it  seems  very  properly  may  be  classed  the  following  resolutions  introduced 
by  the  writer,  and  unanimously  adopted  by  the  teachers  of  Texas  (State 
Teachers  Association,  meeting  in  Galveston,  June,  1894)  : 

""Whereas,  For  several  years  our  social  equilibrium  seems  to  be  very  unstable — 
strikes  and  other  evidences  of  dissatisfaction  upon  the  part  of  one  class  of  our 
citizens  in  opposition  to  another  class;  and,  whereas,  there  is  wider  and  deeper 
estrangement  between  those  who  labor  wnth  their  hands  and  brains  too  and  those  who 
labor  with  their  brains  alone;  and,  whereas,  this  estrangement  has  grown  into  open 
defiance  of  the  right  and  security  of  property  and  even  bloodshed;  therefore,  be  it 

*^ Resolved,  First:  That  it  is  the  sense  of  this  association  that  it  is  the  duty  of  the 
teachers  of  this  republic  to  at  once  enter  upon  a  systematic  course  of  instruction, 
which  shall  embrace  not  only  broader  patriotism  but  a  more  extended  course  of 
moral  instruction,  especially  in  regard  to  the  rights  and  duties  of  citizenship,  the 
right  of  property,  the  security  and  sacredness  of  human  life. 

"Resolved,  Second:  That  this  association  fully  realizes  the  responsibility,  that  the 
education  of  the  children  of  this  country  is  virtually  in  the  hands  of  the  five  hundred 
thousand  teachers,  and  that  they  should  put  into  the  schools,  should  teach  the  twenty- 
five  million  of  pupils  what  they  wish  to  appear  in  these  children  when  they  become 
citizens  in  order  to  perpetuate,  to  save  our  common  country,  our  free  republic." 

By  separate  resolution  of  the  association  these  resolutions  were  sent  to  tne 
Kational  Educational  Association  (meeting,  Asbury  Park,  July,  1894),  and 
hence  the  following  found  in  their  proceedings,  volume  1894,  pages  32,  33 : 


88  The  Inception  and  History  of  Strikes. 

"  The  National  Educational  Association  has  assembled  at  a  time  of  markea  public 
disturbance  and  of  grave  industrial  unrest.  The  highest  powers  of  the  nation  have 
been  invoked  in  time  of  peace  to  enforce  the  orders  of  the  courts,  to  repress  riots  and 
rapine,  and  to  protect  property  and  personal  rights.  At  such  a  time  we  deem  it  our 
highest  duty  to  pronounce  emphatically,  and  with  unanimous  voice,  for  the  supremacy 
of  the  law  and  the  maintenance  of  social  and  political  order.  Before  grievances  of 
individuals  or  organizations  can  be  considered  or  repressed,  violence,  riot,  and  insur- 
rection must  be  repelled  and  overcome. 

"Liberty  is  founded  upon  law,  not  upon  license.  American  institutions  are 
subjected  to  their  severest  strain  when  individuals  and  organizations  seek  a  remedy 
for  injustice,  fancied  or  real,  outside  of  and  beyond  the  law.  We  call  upon  the 
teachers  of  the  country  to  enforce  this  lesson  in  every  school-room  in  the  land,  and  we 
heartily  accept  and  endorse  the  suggestion  transmitted  to  us  by  the  Teachers  Asso- 
ciation of  the  State  of  Texas,  that  upon  the  schools  devolves  the  duty  of  preparing 
the  rising  generation  for  intelligent  and  patriotic  citizenship,  by  inculcating  those 
principles  of  public  and  private  morality  and  of  civil  government  upon  which  our 
free  republic  is  based,  and  by  means  of  which  alone  it  can  endure. 

"  We  heartily  commend  the  wisdom  and  firmness  of  the  President  of  the  United 
States  as  exhibited  in  this  trying  time,  and  we  pledge  to  him  and  his  associates  in  the 
conduct  of  the  government  our  hearty  and  enthusiastic  support  in  the  enforcement 
of  the  law  and  the  restoration  of  order.  We  must  at  the  same  time  record  our 
perfect  confidence  in  the  capacity  of  the  American  people  to  grapple  with  any  social 
problems  that  shall  confront  them.  Riot,  incendiarism,  and  conspiracy  are  not 
native  growths,  but  have  come  among  us  by  importation.  They  can  not  long  survive 
in  the  clear  air  of  the  American  life." 

Our  people  are  eminently  conservative,  patient  to  a  fault. 

It  has  taken  many  years,  and  the  repeated  violations  of  the  rights  of 
property  and  much  sacrifice  of  human  life  before  our  people  as  a  nation, 
as  one  man,  have  risen  to  the  magnitude  and  danger  of  the  strike. 

But  since  the  judiciary  as  well  as  the  executive  has  clearly  and  unmis- 
takably said  how  far  the  rights  of  both  the  employers  and  employees  shall 
be  protected ;  since  a  clear  line  of  conduct  has  been  marked  out,  it  is 
now  left  for  teachers  and  preachers,  law-makers  and  law-expounders,  for  plat- 
form and  pulpit  and  press  to  teach  the  rising,  the  controlling  generations — 
to  cultivate  in  all  our  citizens  a  broader  patriotism,  a  higher  appreciation  of 
personal  security,  a  greater  regard  for  the  sacredness  of  human  life  ;  in  a 
word,  to  teach  them  that  they  have  duties  to  perform  as  well  as  rights  to 
defend. 


FAST  RUlSrS. 


Several  hundred 
years  before  Homer 
lived,  long  before  the 
Chinese  philosopher 
Confucius  was  born, 
and  nearly  thirty-six 
centuries  before  the  act- 
ual accomplishment  of 
fi  the  first  telegraph  line 
(May  27, 1844)  between 
Baltimore  and  Wash- 
ington, Job  wrote : 

' '  CaTist  thou  send  light- 
nings that  they  may  go  and 
say  unto  thee,  here  xve  aref" 

The  messenger  to  the 
railroad  is  just  as  important  as  the  motor,  and  came  within  the  remarkable 
short  period  of  sixteen  years  after  the  first  rail  was  laid ;  it  has  been  de- 
veloped and  perfected  along  with  the  railroad  until  truly  "  Their  line  has 
gone  out  through  all  the  earth,  and  their  words  to  the  end  of  the  world." 

It  is  just  as  necessary  to  know  ''here  we  are"  at  the  expected  moment  as 
it  is  to  know  "others  are  not  here."  Hence,  as  said  before:  "The  dis- 
patcher who  sits  at  his  table  with  fifty — a  hundred  and  fifty — trains  on 
the  road  has  more  responsibility  every  way  than  the  general  who  directs 
an  army." 

Without  "the  wires"  there  could  be  "fast  trains,"  "high  speed,"  but 
the  exact  records  would  be  wanting. 

(89) 


90  Fast  Runs. 

For  a  time  nothing  was  heard  of  "breaking  the  record,"  except  occa- 
sional spurts,  the  New  York  Central  holding  the  proud  distinction  :  "  the 
world's  fastest  train,"  until  August  22-23,  1895,  when  the  London  and 
Northwestern  (West  Coast  Route)  gave  to  the  world  that  for  539.75  miles 
it  had  sustained  an  average  speed,  including  stops,  of  63.24  miles  an 
hour;  excluding  stops,  63.93  miles  an  hour,  or  better  than  the  New  York 
Central  (in  second  average)  by  2.43  miles  per  hour. 

On  September  11th,  within  nineteen  days,  the  New  York  Central  made 
another  run,  over  the  accustomed  route  and  in  the  same  direction  from 
New  York  City  to  East  Bufialo,  averaging,  running  time,  64.22  miles  an 
hour,   thus  regaining  her  former  distinction  by   .29  of  a  mile  an  hour. 

lu  a  dispatch  sent  out,  giving  this  extraordinary  performance,  it  was 
stated  that :  ' '  The  prevailing  west  wind  retarded  the  '  999 '  and  she  did  not 
make  her  accustomed  speed."  With  this  hint  I  wrote  the  following,  which 
was  sent  to  The  Railroad  Gazette,  September  19th,  but  did  not  appear  until 
December  20th : 

Much  has  been  printed  and  published  lately  about  "  fast  runs,"  notably 
1891,  the  great  run  of  the  New  York  Central  and  Hudson  River  Railroad, 
in  which  the  actual  running  time  was  436^  miles  in  425  minutes  and  42  sec- 
onds, or  an  average  of  61^  miles  an  hour.  The  weight  of  this  train  was 
460,000  pounds. 

Since  that  run,  the  English  railroads  have  been  racing  with  themselves 
and  have  beaten  this  wonderful  performance.  August  22d,  23d,  the 
London  and  Northwestern  ran  540  miles  in  512  minutes,  inclusive  of  all 
stops;  this  was  equal  to  63.27  miles  per  hour. 

The  New  York  Central,  on  September  11th,  this  year,  made  the  remark- 
able run  of  the  same  436^  miles  in  407f  minutes,  an  average  of  64.24  miles 
per  hour,  or  better  than  the  English  railroads  by  nearly  one  mile  per  hour. 

Now  to  the  point  in  this  comparison  :  The  New  York  Central,  in  start- 
ing both  times  from  New  York  City,  unnecessarily  retarded  its  own  speed. 

First.  While  the  Hudson  River  is  a  "  water  level,"  it  does  run  "down 
hill;"  the  train,  therefore,  from  New  York  to  Albany  ran  "  up  grade," and 
hence  did  not  make  as  good  time  as  it  would  have  made  from  Albany  to 
New  York. 


Fast  Runs.  91 

Second.  From  Albany  to  Buffalo,  due  west,  the  train  encountered  not 
only  "  the  prevailing  west  wind,"  but  the  force  of  the  earth's  revolution 
eastward.  This  latter  force,  possibly,  will  not  be  so  readily  admitted  by  the 
general  reader,  and  seems  not  to  have  been  considered  at  all  by  the  managers 
of  the  New  York  Central. 

Now,  therefore,  to  the  proof:  According  to  the  doctrines  of  Mechanical 
Philosophy,  viz : 

"  Owing  to  the  diurnal  rotation  of  the  earth,  bodies  at  the  equator  press 
toward  the  earth  with  |-||-  of  the  pressure  they  would  exert  were  the  earth 
deprived  of  its  rotation.  If,  therefore,  the  rotation  of  the  earth  could  be 
accelerated  until  it  took  only  yV  of  the  present  siderial  day  to  make  a  com- 
plete turn  or  revolution,  the  centrifugal  tendency  would  be  increased  seven- 
teen-square  (17)"  fold ;  that  is,  it  would  be  289  times  as  great  as  now,  and 
bodies  at  the  equator  would  have  no  pressure  downward,  or,  as  we  say, 
would  weigh  nothing.  This  rate  of  revolution  would  not  be  sufficient  to 
deprive  bodies  anywhere  else  of  their  weight." 

Confirmatory  of  this  doctrine  a  few  formulae  and  reductions  are  intro- 
duced. 

It  is  also  taught  in  Mechanical  Philosophy  that  a  body  or  mass  M  mov- 
ing with  a  velocity  V  in  a  circle  of  radius  R,  has  a  centrifugal  force  repre- 

M  F" 

sented  by,  or  is  =  — — —  (1);  that  the  gravity  or  weight  of  a  body  is  repre- 
R 

sented  by,  or  is  =  M g  (2). 

Now,  to  find  what  fraction  the  centrifuiral  force   is  of  the  gravity  or 

weight  we  divide  (1)  by  (2)  and  we  have • 

R  g 

If  we  apply  this  formula  to  bodies  at  the  earth's  equator,  and  "at  rest" 
thei-e,  that  is,  moving  only  as  fast  as  surrounding  objects,  trees,  rocks,  etc., 
we  must  make  V  =  velocity  of  diurnal  rotation  there,  R  =  equatorial 
radius  of  earth,  and  g  =  equatorial  gravitv,  acceleration  ;    this  will  give 

us  by  reduction  --    =  2F9  nearly. 
Rg 

Here  V  =  velocity  of  earth,  1,530  feet  per  second; 

R  =  equatorial  radius  of  earth,  21,120,000  feet  per  second  ; 

g  =  32,  nearly,  gravity. 


92 


Fast  Buns. 


Hence  by  substitution  and  reduction  we  have  the  result  ^g-jj  nearly. 

Now  a  train  moving  east  with  a  velocity -y  has  a  velocity  (V-j-v)  relative 
to  the  earth's  center,  and  hence  for  it  the  lightening  of  its  weight  would  be 
{y-\-v)   ^]jiig  if  it  -were  moving  west  with  the  same  speed  it  would  have  its 

velocity  relative  to  the  earth's  center  V—v  and 
lightening." 


Rg 


would  be  "the 


The  algebraic  difference  of  the  two  would  be  the  fractional  increase  of 
pressure  downward  due  to  reversal  of  velocity  of  same  body  from  east  to 

west  =  4-— • 
Rg 

Taking  a  train,  running  say  70  feet  per  second,  or  nearly  48  miles  per 
hour,  this  fraction  would  not  be  far  from  y^Vr  P^^^  ^^  ^^^  weight  of  train  ; 
and  if  running  60  miles  an  hour  (88  feet  per  second)  it  would  be  yxsir  P^^'*  5 
if  100  miles  an  hour  (146.66  feet  per  second)  it  would  be  the  ^^8  nearly; 
and  it  would  be  greater  and  greater  as  the  speed  is  increased. 

This  calculation,  it  will  be  observed,  will  be 
true  for  the  equator. 

The  New  York  Central  train  ran  from  Al- 
bany to  Buffalo,  upon  about  the  42d  parallel 
of  latitude. 

If  therefore  the  case  is  transferred  to  the 

point,  P,  in  latitude,  P  G  E  =  4',  the  velocity 

due  to  the  earth's  rotation  is  reduced  in  the 

^  ratio  of  E  G  to  P  D,  that  is,  it  is  =  V  cos.  4'- 

The   radius  of  the  diurnal  circle  is  reduced  in  the  same   ratio  and 

is  =  i?  COS.  4'- 

It  is  easy  to  see,  in  addition  to  these  changes,  that  while  the  centrifugal 
force  at  the  equator  is  vertical,  at  P  it  is  not  so,  being  straight  from  Z)  in  a 
line  P  H.  Hence  we  must  take  only  the  vertical  component  at  P  or  mul- 
tiply the  total  centrifugal  force  at  P  by  the  cosine  of  the  latitude  of  P. 

From  these  three  circumstances  it  results  finally,  that  the  fractional  in- 
crement of  pressure  due  to  reversal  of  velocity  of  train  from  east  to  west 


would  be  4 


Vv 


COS.  4',  Fand  R  being  equatorial  values. 


Fast  Runs.  93 

Therefore  above  and  below  the  equator  a  correction  must  be  made  de- 
pendent upon  the  cosine  of  the  latitude. 

In  the  case  of  the  New  York  Central,  latitude  about  42  degrees,  the  cosiTie 

Vv 
is  .742950,  or  nearly  f,  and  the  formula  would  be  3  -. 

Still  it  would  seem  that  the  next  time  the  New  York  Central  races  with 
itself  it  should  be  from  Buffalo  to  New  York  City.* 

The  western  and  southern  roads  have  not  entered  so  generally  into  these 
fast-run  contests,  still  the  time  made  by  many  of  them  should  be  recorded, 
furnishing  proof  positive  of  superior  power,  superior  road-bed,  and  superior 
management,  f 

The  Chicago  and  Northwestern  Railway, 

from  council  bluffs,  la.,  to  chicago,  ill.,  april  22,  1891. 

Jay  Gould  and  Party. 

ANALYSIS  OF  THIS  RUN: 

Left  Council  Bluffs 6:00  A.  M.  Arrived  Boone 8:59  A.  M 148.1  miles. 

"     Boone 9:04       "  "         Clinton  1:05  P.  M 202.3       " 

"     Clinton 1:09  P.M.  "         DeKalb 2:38      "     79.8      " 

"     DeKalb 2:47       "  "         Turner 3:17      "     28.3      " 

"     Turner 3:20       "  "         Chicago 3:50      "      26.8      " 

485.3  miles  in  9  hours  and  50  minutes ;  49.2  miles  per  hour. 

Actual  Running  Time — 9  hours,  53.9  miles  per  hour.  The  Superin- 
tendent's report  shows  that  the  distance  from  Elburn  to  La  Fox,  3.4  miles, 
was  run  in  3  minutes,  or  at  68  miles  an  hour.  The  5.1  miles  from  La  Fox 
to  Geneva  occupied  4  minutes,  that  is  76.5  miles  per  hour. 

*NoTE.— Of  course  the  earth  is  not  a  sphere.  It  is  an  ellipsoid,  and  this  presentation  leaves  out 
many  details  that  should  appear  in  a  thorough  scientific  discussion  of  the  subject.  Such  details 
would,  however,  only  slightly  modify  the  numerical  results  we  have  given,  and  are  therefore 
purposely  omitted.  lu  these  great  contests  the  most  helpful  agent  would  be  "  the  prevailing 
wind,"  and  hence  a  consultation  with  the  weather  bureau  is  suggested. 

fThe  fast  runs,  respectively,  of  the  Royal  Blue,  New  York  'Antral,  Pennsylvania,  and  Wabash 
in  1890-91,  have  been  noticed  heretofore. 


94 


Fast  Buns. 


Knights  of  Pythias  Train — August  26-27,  1894. 

jacksonville,  fla.,  to  washington— the  longest  fast  run  in  the  world— 
780.9  miles.  15  hours  and  49  minutes. 


SYNOPSIS  OF  THE  RUN 

RAILWAY. 

LINE. 

6 
a 
1 

g 

3 

a 

0 

o 
<a 
d 

'■^ 

3  h  J9m 

6m 

2h    Om 

10  m 

1  h39m 

7m 
3  h  15  m 

4m 
2hllm 

5ni 
lh51m 

5m 
57  m 

c 

u 
03 

Q. 

2 

3 

o 

EH 

3 
3    . 

n  ft 

o  o 

Ci  *^ 

o  ■" 

a. 2 

3 
0-3  M 

CO 

§1 
II 

^9'3 

O  0  3 

t-  22S. 

-3  a  <"*=" 

OQ 

3  a-o 

•-  o  ^^  S 

.—  3  0)  M 

S    F  &W 

Plant  System 

169.4 

51.07 

7 

9  min. 

.53.49 

6 
3 

10 
3 
7 
9 
4 
3 
5 
5 
5 
2 

c.  &  S 

Plant  System 

105.5 

52.75 

6 

54.10 

274.9 

50.75 

53.73 

Charleston  Div.. 

A.  C.L 

95.7 

58.00 

2 

59.81 

370.6 

61.23 

55.17 

Wil.  Div 

A.C.  L 

172.3 

53.01 

8 

55.58 

542.9 

51.21 

55.30 

Richmond  Div.. 

A.  C.L 

118.6 

54.32 

3 

55.59 

661.5 

51.48 

55.35 

R.,F.&P.  R.R. 

R.,  F.  &  P.  R.  R. 

85.0 

45.94 

4 

48.11 

746.5 

50.49 

54.42 

Penn  R  R 

A.  «&  F 

34.4 

36.21 

4 

37.52 

780.9 

49.37 

53.36 

Total  and  av 

780  9 

15  h  49  m 

49.37 

34 

71  min. 

53.36 

Note  1— Longest  stop  for  water,  5  minutes  at  Waycross,  S.,  F.  &  W.  Railway. 

Note  2— Fastest  mile  made,  from  35  to  34  mile  post  on  S.,  F.  &  W.  Railway,  48  seconds,  or  7S 
miles  per  hour. 

Note  3— Longest  time  for  changing  engines,  10  minutes  at  Ashley  Junction. 

Note  4— Fastest  time  made  between  stops,  Lanes  to  Florence,  N.  E.  R.  R.,  48.4  miles  in  47 
minutes,  or  61.8  miles  per  hour. 

Note  5— Fastest  time  by  any  one  road,  between  its  terminals,  N.  E.  R.  R.,  Ashley  Junction 
to  Florence,  95.7  miles  in  99  minutes. 

Note  6 — Shortest  stop  for  water,  2  minutes,  at  Lumber  River  Tanli,  Wilmington  Division 
A.  C.  L. 

Note  7 — Some  passengers  on  the  special,  after  stopping  off  at  Washington  36  minutes, 

irded  a  regular  t  -—.---.- 

5rom  Jacksonville. 


boarded  a  regular  train  and  arrived  in  New  York  2:30  P.  M.,  being  only  22  hours  and  10  minutes 


•ppii 
M., 


When  it  is  recollected  that  this  run  was  made  over  seven  separate  divis- 
ions of  railroads,  through  a  region  everywhere  intersected  with  bridges  and 
trestles,  thirteen  railroad  crossings  requiring  full  stops  besides  the  stops  for 
changing  engine  and  taking  water,  one  is  prepared  to  appreciate  the 
comment  of  the  Charleston  News  and  Courier :  "If  the  special  had  pulled 
out  of  Jacksonville  just  as  day  was  breaking  it  would  have  run  across  the 
long  bridge  in  Washington  just  before  the  electric  lights  were  turned  on." 
Or  if  it  had  run  in  winter,  in  22  hours  and  ten  minutes — through  15  degrees 
of  latitude — these  Knights  would  have  exchanged  balmy  Florida  for  icy 
New  York. 


Fast  Buns. 


95 


London  and  Northwestern  (West  Coast  Route),  New  York  Central,  and 
Lake  Shore  and  Michigan  Southern  Railway. 


Date 

Weight  of  cars.. 
Djetauce,  miles . 


First  stage. 

Length,  miles 

Departed 

Arrive  terminus 

Time  

Speed,  m.  p.  h 

Engine  


Second  stage. 

Length,  miles 

Departed 

Arrive  terminus 

Time 

Speed,  m.  p.  h 

Engine 


Third  stage. 

Length,  miles 

Departed 

Arrive  terminus 

Time 

Speed,  m.  p.  h 

Engine 


Fourth  stage. 

Length,  miles 

Departed , 

Arrive  terminus 

Time 

Speed,  m.  p.  h 

Engine 


Fifth  stage. 

Length,  miles 

Departed 

Arrive  terminus 

Time 

Speed,  m.  p.  h 

Engine 


Through. 

Distance,  miles 

Time  elapsed 

Average  speed ... 
Time  in  motion 

Average  speed  .... 


West  Coast, 
London  to  Aberdeen. 


August  22-23,  189.5 

150,080  lbs. 

539.75 


158 

8:00  P.  M. 

10:27:30  P.  M. 

2  h.  27  min.  30  sec. 

64.27 
No.  1309  compound 


141.25 

10:30  P.M. 

12:35:30  A.  M. 

2  h.  5  min.  30  sec. 

67.50 

No.  904 


150.00 

12:38  A.  M. 

3:07:03  A.M. 

2  h.  29  min.  30  sec. 

60.20 

No.  90 


90.50 

3:09:30  A.  M. 

4:32  A.  M. 

1  h.  22  min.  30  sec. 

66 


.     539.75 
8h.  32  min. 

63.24 

8  h.  25  min. 

63.93 


N.  Y.  Central, 

New  York  to  East 

Buffalo. 


L.  S.  &M.S., 
Chicago  to  Buffalo. 


September  11, 1895 

361,000  lbs. 

436.32 


142.88 

5:40:36  A.  M. 

7:54:55  A.  M. 

2  h.  14  min.  25  sec. 

63.79 

No.  870 


147.84 

7:56:45  A.  M. 

10:17:10  A.  M. 

2  h.  20  min.  25  sec. 

63.17 

No.  999 


145.60 

10:19:35  A.  M. 

12:32:26  P.M. 

2  h.  12  min.  51  sec. 

65.75 

No.  903 


436.32 
6  h.  51  miu.  56  sec. 

63.5-1 
6  h.  47  min.  41  sec. 

64.22 


October  24,  1895 

304,500  lbs. 

510.1 


87.4 

3:29:27  A.  M. 

4:54:53  A.  M. 

1  h.  25  min.  26  sec. 

61.38 

No.  597 


133.44 

4:.57:04  A.  M. 

7:01:39  A.  M. 

2  h.  4  min.  35  sec. 

64.24 

No.  599 


107.8 

7:04:07  A.  M. 

8:50:13  A.  M. 

1  h.  46  min.  6  sec. 

60.96 

No.  160 


95  5 

8:51:58  A.  M. 

10:17:30  A.M. 

1  h.  25  min.  32  sec. 

66.99 

No.  598 


86 

10:19:48  A.  M. 

11:30:34  A.  M. 

1  h.  10  min.  46  sec. 

72.91 

No.  564 


510.1 

8  h.  1  min.  7  sec. 

63.61 

*7  h.  50  min.  20  sec. 

65.07 


'^Two  minutes  and  five  seconds  deducted  in  third  stage,  actual  stop  by  flag. 


96  Fast  Rum. 

The  Lake  Shore  and  Michigan  Southern  made  its  run  last  — made  it 
from  Chicago  to  Buffalo,  510.1  miles,  in  the  unprecedented  time,  including 
stops,  8  hours  1  minute  and  7  seconds  —  an  average  of  63.61  miles  per 
hour;  excluding  stops,  at  the  rate  of  65.07  miles  per  hour,  thus  winning  the 
world's  record,  and  beating  the  New  York  Central  by  .85  of  a  mile,  the 
distance  run  being  73.88  miles  farther  than  that  of  the  Central. 

The  Lake  Shore  ran  from  west  to  east  with  the  centrifugal  force  of  the  earth. 
This  run  means  breakfast  in  Chicago  and  supper  in  New  York. 

Means  still  more :  That  the  distance  from  ocean  to  ocean  will  soon  be  traversed 
in  as  many  minutes  as  there  are  intervening  miles. 

The  Times  Special,  to  Atlantic  City,  Pennsylvania  Railroad. 

(April  21.  1895.) 

H  M  S 

Left  Camden  Station 5         35         45  a.m. 

Beached  Atlantic  City 6         21         80  a.m. 

Running  time,  45  minutes  and  45  seconds;  average  speed,  76.5  miles 

per  hour.  Average  speed 

*  per  hour. 

Between  Liberty  Park  and  Absecon,  49.8  miles 79.7  miles. 

Between  Berlin  and  Absecon,  35.6  miles 82.9      " 

Between  Thurlow  Junction  and  Absecon,  24.9  miles 83.0      " 

The  fastest  one  mile  made  was  87.8  miles  per  hour. 

The  average  speed  of  the  Times  Special  was  76.5  miles  per  hour. 

The  Pennsylvania  celebrated  its  golden  jubilee  April  13,  1896.  The 
proceedings  show  that  the  company  moved  in  1852,  70,000  tons  of  freight; 
in  1895,  160,000,000  tons.  It  carried  also  75,000,000  passengers.  The 
pay-roll  in  1852  was  less  than  $400,000;  to-day  it  amounts  to  $36,000,000. 

It  controls  to-day  9,000  miles  of  road.  The  present  equipment  would 
form  a  train  extending  from  New  York  to  Chicago.  The  aggregate  capital 
is  $834,000,000,  the  number  of  employes  over  100,000,  and  over  500,000 
people  are  dependent  upon  this  corporation  for  their  daily  bread. 

The  development  of  this  road  is  the  very  best  standard  of  the  develop- 
ment of  the  prosperity  of  this  country. 


"DEEW  THE  WEONG  LEVER;* 

(ALEXANDER   ANDERSON.) 

This  is  what  the  pointsman  said,  with  both  hands  at  his  throbbing  head : 

"I  drew  the  wrong  lever  standing  here,  and  the  danger  signals  stood  out  clear; 

But  before  I  could  draw  it  back  again,  on  came  the  fast  express,  and  then 

Then  came  a  roar  and  a  crash  that  shook  this  cabin  floor,  but  I  could  not  look 

At  the  wreck,  for  I  knew  the  dead  would  peer  with  strange  dull  eyes  at  their  murderer 

here." 
"  Drew  the  wrong  lever !  "     "  Yes,  I  say !    Go,  tell  my  wife,  and — take  me  away  I  " 

That  was  what  the  pointsman  said,  with  both  hands  at  his  throbbing  head. 
O,  ye  of  the  nineteenth  century  time,  who  hold  low  dividends  as  a  crime. 
Listen.    So  long  as  a  twelve  hours'  strain  rests  like  a  load  of  lead  on  the  brain. 
With  its  ringing  of  bells  and  its  rolling  of  wheels,  drawing  of  levers  until  one  feels 
The  hands  grow  numb  with  a  nerveless  touch,  and  the  handles  shake  and  slip  in 

the  clutch, 
So  long  will  ye  have  pointsmen  to  say — "  Drew  the  wrong  lever!  take  me  away  !  " 

(The  above  was  written  by  a  track  hand  on  one  of  the  Scotch  railroads.  He  has  published 
one  or  two  volumes  of  poetry.  The  switch-tender  is  called  a  "  pointsman  "  in  English  railroad- 
ing.   The  Labor  movement  is  furnishing  its  own  poets.) 

Why  this  Strange  Action? 

Says  Dr.  Carpenter:  "Wherever  a  distinct  nervous  system  can  be  made,  it  con- 
sists of  two  different  forms  of  structure  —  the  presence  of  both  of  which,  therefore,  is 
essential  to  our  idea  of  it  as  a  whole  .  .  .  .  '  Thus  man,  the  nervous  system  of  animal 
life,'  consists  of  the  brain  and  spinal  chord,  which  are  aggregations  of  ganglia,  and  of 
the  trunks  and  branches  that  proceed  from  them.  In  addition  to  this  he  has  also 
a  'nervous  system  of  organic  life' — the  ganglionic  centres  of  which  are  scattered 
through  the  body.  In  both  systems  the  trunks  are  essentially  composed  of  nerve- 
fibres;  whilst  the  ganglionic  centres  are  characterized  by  the  presence  of  peculiar 
cells  connected  with  these  fibres." 

"  It  is  easily  established,"  says  he,  "  by  experiment  that  the  active  powers  of  the 
nervous  system  are  concentrated  in  the  ganglia,  while  the  trunks  serve  as  conductors 
of  the  influence  which  is  to  be  propagated  towards  or  from  them  .  .  .  ." 

"The  nerve-fibres  which  convey  from  the  various  parts  of  the  body  to  the  gan- 
glionic centres  those  impressions  which  there  excite  sensations  are  called  afferent  or 
excitor.  On  the  other  hand,  the  nerve-fibres  which  convey  from  the  ganglionic 
centres  to  the  muscles  the  impresssons  which  call  forth  contractions  in  the  latter  are 
called  efferent  or  motor.  It  is  probable  that  the  nature  of  the  nerve-force  excited  in 
each  is  the  same;  so  that  the  same  fibre  might  serve  either  purpose,  if  its  terminals 
enable  it  to  do  so — just  as  the  same  wire  in  an  electric  telegraph  can  convey  an  elec- 
tric current  in  either  direction,  and  can  thus  serve  alike  for  the  transmission  of  a 
message  and  for  its  reply." 

(97) 


98  Dreiv  the  Wrong  Lever. 

In  this  discussion,  then,  let  it  be  granted  that  the  brain  is 

THE  GREAT  CENTRAL  STATION 

to  which  the  afferent  nerves  convey  all  the  messages  and  impulses  that 
come  to  us  from  outward  sources.  From  this  same  station  the  efferent 
nerves  conduct  messages,  impelling  action  to  all  parts  of  the  body.  While 
the  brain  is  the  great  supervising  and  controlling  centre  of  the  nervous 
system,  there  are  other  centres,  aggregations  of  ganglionic  nerve  cells  situ- 
ated in  various  parts  of  the  human  body,  which  play  an  important  part  in 
the  nervous  mechanism  of  our  being.  These  lesser  centres  have  specialized 
functions  and  preside  over  limited  areas  and  within  limitations ;  their 
mechanism  is  the  same  as  that  of  the  higher  centre.  They  are  intimately 
connected  with  and  related  to  one  another  and  communicate  with  the  par- 
ent centre,  the  brain.  They  preside  over  the  involuntary  movement  of  the 
body  and  thereby  relieve  the  higher  centres  of  an  immense  amount  of 
actual  work. 

Their  intimate  and  intricate  connection  with  one  another  and  the 
higher  centres  of  the  brain  present  an  immense  area  of  reflexes,  all  of 
which  are  necessary  to  our  well-being.  These  reflexes  are  influenced  by 
various  stimuli  and  functions  normally  and  abnormally  in  direct  accord 
with  the  stimulation  received.  AflJerent  and  efferent  impulses  travel  in  the 
line  of  least  resistance,  and  repetition  soon  establishes  habit. 

Disturbance  of  the  usual  route  leads  to  a  more  circuitous  one,  thereby 
increasing  the  factor  of  time  and  lessening  the  potential  of  the  impulse. 
Counter  impulses  become  a  factor,  and  their  influence  determines  the  result- 
ant. Hence  in  the  case  of  the  switchman  repetition  had  i-educed  his  work 
to  habit.  Long  training  had  converted  the  mental  process  to  its  simplest 
form,  it  had  become  little  else  than  a  simple  reflex,  taking  its  shortest  route 
and  exerting  the  lowest  degree  of  stimulation  upon  the  centres  of  higher 
consciousness.  Another  impression  knocked  loudly  at  the  door  of  his  inner- 
consciousness,  its  stimulation  exceeded  that  of  the  old  one,  the  two  forces 
contended  with  each  other,  and  the  efferent  impulse,  "  threw  ifie  switch  the 
wrong  vxiy. " 


THE  ST.  LOUIS  UivTIOI^  PASSEIlTGER  STATION 


The  tourist,  whether 
for  health  or  pleasure, 
visiting  Salt  Lake  City 
first  goes  to  the  great 
Tabernacle.  At  once  he 
is  amazed  at  this  im- 
mense structure,  begins 
to  examine  and  to  de- 
termine for  himself  how 
this  dome,  under  which 
can  be  comfortably 
seated  12,000  worship- 
ers, is  sustained.  He  finds  that  this  roof  is  an  ellipsoidal  curve — of  Howe 
truss  construction — rafters  four-tier  deep,  all  doweled  with  wooden  pins, 
not  an  iron  bolt  to  be  found.  This  dome  rests  upon  forty-four  sandstone 
pillars,  piers,  or  abutments. 

This  structure — its  architecture,  its  capacity,  and  its  adaptability  to  the 
purpose  for  which  it  was  constructed — has  been  for  years  the  admiration 
not  only  of  the  Western  Continent  but  of  all  travelers. 

In  the  city  of  St.  Louis,  Saturday,  September  1,  1894,  was  opened  the 
largest  railway  station  in  the  world. 

The  excavation  for  this  structure  was  commenced  April  1,  1892;  the 
corner-stone  was  laid  July  8,  1893.  On  account  of  the  nature  of  the 
ground,  the  present  site  not  more  than  fiifty  years  ago  being  a  part  of  the 
old  Chouteau  Pond,  it  required  to  complete  the  foundation  walls  fifteen 
months ;  the  whole,  however,  being  finished  and  ready  for  occupancy  in 
the  remarkably  short  period  of  two  years  and  five  months. 

The  station  proper,  the  headhouse  and  the  midway  between  it  and  the 
train  shed,  and  the  train  shed  itself,  occupy  an  area  of  497,970  square  feet, 
or  eleven  and  one  tenth  acres.     The  vards  just  south  of  the  train  shed, 

(99) 


100  The  St.  Louis  Union  Passenger  Station. 

between  it  and  the  power  house,  contain  465,970  square  feet,  making 
a  total  area  for  the  Union  Station  itself,  exclusive  of  all  main  track 
approaches,  of  963,062  square  feet,  or  20  acres. 

The  area  covered  by  the  four  main  tracks,  reaching  from  the  tunnel  to 
the  grand  avenue,  including  the  proposed  storage  yard  on  Compton  Ave- 
nue, all  of  which  is  set  aside  for  passenger  service  exclusively,  is  867,098 
square  feet,  making  a  grand  total  of  1,830,160  square  feet,  or  42  acres. 

There  are  19  miles  of  track  in  this  system,  of  which  the  30  tracks  under 
the  train  shed  compose  3^  miles. 

The  interlocking  system  is  worked  by  122  levers,  and  controls  130  switches 
and  103  signals. 

The  electric  light  plant  has  a  capacity  of  lighting  300  arc  and  5,000 
incandescent  lights. 

The  heating  apparatus  has  a  capacity  to  supply  44,500  square  feet  of 
radiating  surface,  amply  sufficient  for  the  station  proper,  the  express  and 
baggage  building,  and  all  other  buildings  appurtenant  to  the  station. 

The  cost  of  the  site,  the  buildings,  and  the  entire  system  of  tracks  and 
other  improvements,  amounts  to  $6,500,000. 

While  the  whole  is  unsurpassed  in  architectural  beauty  and  is  a  marvel 
of  adaptability,  there  are  about  it  facts  that  claim  more  than  an  ordinary 
mention. 

The  train  shed  is  601  feet  wide  from  center  to  center  of  outer  columns, 
covering  30  tracks ;  and  700  feet  long  from  wall  of  headhouse  to  center  of 
end  columns.  Of  this  length  70  feet  is  an  auxiliary  shed  covering  the 
wide  transverse  platform  and  connecting  the  headhouse  with  the  train  shed 
proper,  the  main  front  of  the  latter  being  therefore  630  feet  long.  The 
height  to  center  pin  of  the  top  cover  of  middle  span  at  the  headhouse 
end  is  74  feet,  and  the  height  of  end  pins  of  bottom  chord  of  side  trusses, 
20  feet. 

/he  total  width  of  601  feet  is  made  up  of  a  center  span  of  141  feet  3^ 
inches,  two  flanking  spans  of  139  feet  2^  inches  each,  and  two  side  spans  of 
90  feet  8  inches  each.  The  side  columns  are  placed  30  feet  apart  from 
center  to  center,  longitudinally,  while  the  columns  of  the  three  interior 
rows  are  placed  60  feet  apart.     The  roof  trusses  are  30  feet  apart,  every 


The  St.  Louis  Union  Passenger  Station.  101 

alternate  truss  resting  on  the  longitudinal  girder  carried  by  the  columns. 
"  Under  the  dome  of  the  great  Tabernacle  12,000  worshipers  could  be  com- 
fortably seated  ;"  allowing  the  same  space  to  each  person,  under  the  rool 
of  the  train  shed  of  the  St.  Louis  Union  Station  134,624  could  be  com- 
fortably seated,  or  nearly  twelve  times  as  many. 

But  let  the  designer  of  this  great  architectural-engineering  feat  speak 
for  himself: 

"  In  making  the  design  of  the  train  shed  I  was  limited  by  these  conditions :  The 
height  should  not  exceed  a  certain  amount,  in  order  to  avoid  overshadowing  the  head 
house;  the  plan  was  to  be  accommodated  to  a  previously  adopted  system  of  tracks; 
and  the  cost  was  not  to  exceed  a  given  figure. 

"  The  natural  tendency  in  designing  a  building  of  this  width  and  small  height 
would  be  to  make  what  would  appear  to  be  more  or  less  a  set  of  parallel  buildings. 
My  main  aim,  architecturally,  has  been  to  preserve  the  unity  of  design  and  make  its 
size  more  impressive,  by  avoiding  as  far  as  possible  any  idea  of  division  which  the 
necessary  intermediate  lines  of  support  would  cause.  The  conspicuous  part  of  the 
interior  will,  of  course,  be  the  roof  sheathing,  which  limits  the  vision,  and  this  has 
been  made  in  the  form  of  a  single  arch.  It  is  believed  that  the  bottom  chords,  hang- 
ing like  chains  from  the  columns,  will  produce  an  effect  of  drapery,  or  at  least  an 
effect  of  continuity  over  the  columns  something  like  the  sag  in  a  circus  tent  from  the 
poles,  which  will  tend  to  neutralize  the  rigid  divisions  by  intermediate  supports. 

"  The  central  skylight  is  covered  with  glass  its  entire  length,  with  louvre  slats  in 
the  sides.  The  lateral  skylights  have  glass  and  louvres  in  the  sides  to  prevent  a 
darkening  effect  of  the  building  from  the  fall  of  snow,  and  also  to  give  better  venti- 
lation, as  the  building  fronts  south,  from  which  the  prevailing  wind  blows.  The 
building  is  made  as  good  as  possible  in  detail,  no  wood  being  used  except  for  sheath- 
ing, and  all  glass  being  of  a  heavy  corrugated  pattern,  set  in  copper  bars,  the  glass 
being  all  clear,  except  in  the  south  end,  where  it  will  have  an  amber  tint. 

"  The  train  shed  is  practically  at  right  angles  to  the  main  lines,  which  run  east  and 
west  through  the  city,  and  it  is  approached  by  two  double  track  lines,  one  from  each 
direction,  which  form  a  Y,  the  apex  of  which  is  close  to  the  train  shed.  From  this 
point  tracks  will  diverge  to  connect  with  the  30  tracks  of  the  train  shed,  the  arrange- 
ment being  such  that  all  these  tracks  are  accessible  from  either  branch  of  the  Y  and 
from  the  main  tracks  in  either  direction.  The  tracks  are  on  a  slight  rising  grade  of 
0.48  per  cent,  into  the  train  shed,  and  are  arranged  in  pairs,  seven  pairs  on  each  side 
of  the  center  pair.  The  main  transverse  platform  will  be  50  feet  wide,  with  a  platform 
22  feet  6  inches  wide  between  each  pair  of  tracks.  The  tracks  of  each  pair  will  be 
spaced  12  feet  apart,  with  the  exception  of  the  second  pair  on  each  side  of  the  center 
pair  and  the  second  pair  from  each  side,  which  will  be  14  feet  across." 


102 


2%e  St.  Louis  Union  Passenger  Station. 


a  it  ii  u  ti  u  ii  it  li  11  11  LL  li  \.i  u. 


The  St.  Louis  Union  Passenger  Station.  103 

The  arch  form  has  been  almost  universally  adopted  for  large  stations. 
The  largest  single  arch  is  the  Pennsylvania  Station  at  Philadelphia,  con- 
structed subsequent  to  the  St.  Louis  shed,  and  has  a  width  of  300  feet. 
The  St.  Louis  shed  is  not  supported  by  arches  at  all  but  by  five  trusses 
across  the  width,  but  so  formed  as  to  preserve  the  efiect  of  the  arch  and 
yet  not  be  so  high  as  to  dwarf  the  headhouse.  A  central  ventilator  runs 
the  full  length  of  the  building  on  the  top,  having  a  width  of  50  feet,  and 
is  covered  by  a  glass  roof.  From  both  sides  of  the  central  ventilator  run- 
ning down  the  slopes  of  the  roof  are  clear  stories,  30  feet  in  width  and  10 
feet  in  height,  and  spaced  30  feet  in  the  clear  part,  in  the  sides  of  which 
clear  stories  are  ventilators  and  glass  lights. 

The  sides  of  the  central  ventilator  between  the  clear  stories  are  also 
provided  with  slats.  It  will  be  seen,  therefore,  that  from  any  direction  the 
wind  may  blow,  its  effect  will  be  to  carry  the  smoke  out  of  the  building. 

A  few  comparative  figures: 

St.  Pancras,  London 243  feet  wide,  10  tracks. 


"^Grand  Central  Station,  New  York 200    " 

New  Pennsylvania  Station,  Jersey  City 256    •• 

New  Pennsylvania  and  Reading  Station,  Philadelphia..266i  " 

New  Pennsylvania  Station,  Philadelphia 304    " 

Union  Passenger  Station,  Frankfort-on-Main 552    " 

New  Union  Station,  St.  Louis 606    " 


12 
12 
13 
16 

18 
30 


It  surpasses  the  great  stations  of  London,  New  York,  Boston,  and 
Chicago.  So  stupendous  an  undertaking  as  this  had  to  be  backed  and 
directed  by  immense  capital.  Hence,  the  question  of  first  importance,  who 
supplied  the  money?  The  Terminal  Railroad  Association,  composed  of  and 
controlled  by  the  Cleveland,  Cincinnati,  Chicago,  and  St.  Louis  Railroad, 
the  Louisville  and  Nashville,  the  Missouri  Pacific,  the  Iron  Mountain  and 
Southern,  the  Wabash,  and  the  Baltimore  and  Ohio  Southwestern,  each  of 
these  roads  having  a  representative  in  the  Board  of  Directors. 

As  the  Association  stands  to-day  the  properties  owned  or  operated  by  it 
are  the  St.  Louis  Bridge,  the  Tunnel  Railroad  of  St.  Louis,  the  St.  Louis 
and  East  St.  Louis  Terminal,  and  through  other  arrangements,  the  St. 
Louis  Merchants'  Bridge  and  Terminal. 

*The  New  York  Central  has  a  smaller  shed  also,  covering  7  tracks,  making  a  total  of  19  tracks. 


104  The  St.  Louis  Uniori  Passenger  Station. 

When  it  is  recollected  that  three-fifths  of  the  territory  of  tne  United 
States  is  west  of  the  Mississippi  River,  and  the  rapid  strides  that  this  part  of 
our  country  has  made  within  the  last  quarter  of  a  century  in  agricultural  and 
commercial  progress,  it  is  not  surprising  that  to-day  is  found  for  the  business 
of  transportation  the  largest,  the  handsomest,  and  the  best  adapted  passenger 
station  in  the  world,  and  that,  too,  at  the  gateway  of  the  great  West. 

While  due  mention  of  and  befitting  tributes  were  paid  to  all  the  officials, 
to  all  the  artists  and  artisans,  to  all  who  had  lent  their  skill  and  manage- 
ment to  secure  this  unparalleled  success,  in  all  the  ceremonies  and  speeches 
there  seemed  to  be  a  wish  to  mention,  to  honor  particularly  the  President  of 
the  Company. 

This  wish,  this  distinction,  and  this  tribute  is  best  set  forth  in  the  lan- 
guage of  one  of  the  prominent  speakers : 

"  There  is  one  other  reason,  too,  that  brought  me  here,  and  that  is  the  great  affec- 
tion and  respect  I  have  for  the  President  of  this  Terminal  Association,  your  fellow- 
citizen,  Dr.  Taussig.  To  him  is  due  the  conception  and  the  carrying  out  of  this  great 
enterprise.  The  rest  of  us  have  supported  him,  but  he  has  been  the  leader.  Twenty- 
five  years  ago,  a  quarter  of  a  centurj-,  he  commenced,  and  to-night  the  work  is 
finished.  I  know  that  the  poet  tells  us  that  '  the  fairest  things  are  those  of  which  we 
dream,'  but  I  hope  this  is  not  true  with  our  good  friend,  but  that  he  enjoys  the  frui- 
tion more  than  the  expectation.  This  is  his  monument,  but  he  has  one  even  better, 
for  time  will  efface  even  the  memory  of  the  man  who  built  so  noble  a  structure  as  this, 
and  the  great  multitude  in  future  years  will  pass  on  and  forget  even  the  name  of  the 
projector;  but  in  the  hearts  of  his  friends  and  fellow-citizens  in  St.  Louis  he  will  live 
when  this  grand  structure  shall  have  become  faded  and  worn,  and  be  surpassed  by 
one  better,  even  as  this  now  takes  the  place  of  the  old  one.  He  has  lived  with  you 
nearly  half  a  century,  and  in  that  time  been  a  faithful,  conscientious,  and  honest  citi- 
zen. "What  greater  honor  ought  any  man  to  ask,  and  what  more  can  he  have?  In 
behalf  of  the  railways  I  congratulate  him  to-night  on  this  building,  and  on  the  com- 
pletion of  this  step  in  his  life-work.  I  congratulate  him  much  more  in  the  fact  that 
his  life  has  been  spent  among  a  people  and  in  a  city  that  appreciates  him,  and  where 
his  memory  will  be  held  in  kindly  regard." 

This  celebration  fell  on  more  than  an  anniversary,  it  was  an  epoch  really, 
it  marked  precisely  the  twenty-fifth  mile-stone  of  Dr.  William  Taussig's  con- 
nection with  and  service  for  the  Terminal  Railroad  Association. 


TUNl^ELS  A]^D  BRIDGES. 


-n'T 


f — 5-  -^  —^  - 


"^f,, 


7\ 


'A. 


Iti  commemoration  of  laymi  The  Corner  5rone  of  ihe 
Baltimore  and  Ohio  RAiu-RoftO.  by  Charles 
Carroll  of  Carrollton,  m  the  92.^  yeof"  of  ^"'3  ^S.^- 


FROM  HORSE  POWER  TO   STEAM, 


While  the  Simplon  Tunnel, 
under  consideration  for  twenty- 
seven  years,  but  now  building 
through  the  Alps,  connecting 
the  Swiss  Railway  terminus  at 
Brique  and  the  Italian  terminus 
at  D'Ossola,  twelve  and  a  half 
miles,  and  to  cost  §13,500,000 
when  completed,  is  the  most 
gigantic  undertaking  of  its  kind, 
still  the  tunnel  built  by  the 
Baltimore  and  Ohio  Railway  to 
connect  their  main  line  with 
their  Philadelphia  Division  is 
of  so  much  more  importance  to 
us  that  it  is  worth  while  to  give 
quite  a  description  of  it. 

This  tunnel,  started  Septem- 
ber 13,  1890,  was  opened  for 
traffic  May  1,  1895,  within  the 
short  period  of  four  years,  seven 
months,  and  eight  days. 

The  Belt  Line,  of  which  the 
tunnel  is  a  part,  is  7.2  miles  long 
(the  tunnel  proper  being  7,340 
feet).  This  work  gave  employ- 
ment to  2,400  men,  and  cost  the 
company  $7,000,000.  This  was 
a  triumph  of  science  and  skill, 
an  evolution  marking  a  distinct 
era  in  the  world's  progress 

FROM    STEAM   TO    ELECTRICITY. 

(105) 


100  Tunnels  and  Bridges. 

For  many  years  the  cars,  both  freight  aud  passenger,  of  this  company 
•were  drawn  through  the  city  by  horses,  ten  or  twelve  to  each  car,  driven 
tandem.  The  jingling  of  bells  and  the  shrill  whistle  of  the  driver's  bugle 
gave  notice  of  the  approach  of  this  strange  spectacle  to  the  visitors  of  the  city. 
From  the  circuitous  street  route,  the  more  circuitous  one  of  a  ferry  from 
Locust  Point  to  Canton  was  adopted.  This  was  tedious  and  unpleasant  to 
the  traveling  public,  as  well  as  slow  and  costly  in  the  movement  of  freight — 
the  other  roads  had  their  through  connections,  and  the  Baltimore  and  Ohio 
suffered  by  comparison.  But  the  management  rose  to  the  magnitude  of  the 
situation,  and  built  the  tunnel  at  a  cost  of  "  seven  millions  of  dollars.' 

Says  one  of  the  officials:  "You  understand,  of  course,  that  our  main 
object  in  using  electric  motors  through  the  tunnel  is  to  relieve  our  passen- 
ger trains  of  the  annoyance  of  gas  and  smoke  engendered  by  passing  trains. 
We  can  build  locomotive  engines  powerful  enough  to  pull  through  the 
tunnel  any  train  that  we  can  haul  outside  of  it.  The  gain  to  the  traveling 
public  through  the  use  of  the  electric  motor  is  in  the  exemption  from  the 
annoyance  of  engine  smoke  and  gas  while  passing  through  the  tunnel." 
This  enterprise,  gigantic  as  it  was,  demonstrated  two  important  points : 
First,  that  the  Baltimore  and  Ohio  was  determined  to  keep  apace  with 
the  demands  of  the  public,  and  second,  that  this  forethought  and  business 
judgment  gave  to  the  world  the  first  successful  application  of  the  electric 
motor  to  the  propelling  of  not  only  trains,  but  the  heaviest  trains;  and  that, 
too,  at  high  speed. 

A  short  resume  shows  this  road  to  have  been 
The  first:    To  obtain  a  charter,  February  27,  1827,  an  instrument  that  has 

been  a  model  for  succeeding  railroad  corporations. 
The  first:  To  select  a  Board  of  Directors,  April  23,  1827,  aud  of  which  the 
venerable  Charles  Carroll,  of  Carrollton,  the  only  surviving  signer 
then  of  the  Declaration  of  Independence,  was  a  member,  and  who, 
officiating  in  his  capacity  as  such,  threw  the  first  spadeful  of  dirt 
July  4,  1828,  the  day  on  which  the  first  stone  was  laid,  saying:  "i 
consider  this  among  the  important  ads  of  my  life,  second  only  to  that  of 
signing  the  Declaration  of  Independence,  if  second  even  to  tliat." 
The  first:  To  utilize  locomotive  power,  Peter  Cooper  having  placed  the  first 
locomotive  ever  built  in  America  upon  this  road. 


Tunnels  and  Bridges. 


107 


The  first :  To  issue  a  time-table,  notifying  the  people  when  to  be  at  the 
stations. 

The  first:  To  successfully  employ  electricity  as  a  motive  power,  thus 
demonstrating  to  the  world  the  entire  feasibility  of  this  subtile  yet 
powerful  agency  in  transportation  either  for  tonnage  or  speed. 


While  this  road  has  been  first  in  so  many  distinctive  features,  it  is 
peculiarly  worthy  of  the  mention  of  still  another  fact,  that,  through  all  its 
vicissitudes,  it  bears  without  change  its  original  charter  name,  The  Balti- 
more and  Ohio  Railroad  Company. 

The  history  of  this  road  is  a  fulfillment  of  the  poet's  prophecy : 

"  For  I  doubt  not  thro'  the  ages  one  increasing  purpose  runs, 
And  the  minds  of  men  are  widened  with  the  process  of  the  suns." 


108  Tunnels  and  Bridges. 

The  North  River  Bridge. 

Mention  has  been  made  of  the  New  East  River  Bridge,  and  now  that 
the  controversy  in  regard  to  the  points  between  which  to  build  and  the 
character  of  the  structure  have  been  authoritatively  settled,  the  North 
River  Bridge,  to  connect  New  York  City  with  New  Jersey,  is  another 
gigantic  enterprise,  and  to  render  still  greater  commercial  facilities  to 
Greater  New  York. 

This  is  to  be  a  suspension  bridge.  Central  span,  3,000  feet ;  end  spans, 
each,  1,850  feet;  or  the  whole  will  be  6,700  feet — -over  1^  miles  in  length. 

An  end  span  (1,850  feet)  is  just  250  feet  longer  than  the  central  span 
of  the  present  Brooklyn  Bridge.  The  anchorages  with  the  buildings  on 
top  will  be  250  feet  high,  and  the  towers  580  feet,  or  more  than  twice  the 
height  of  the  Brooklyn  Bridge  towers. 

The  present  traffic  requirements  demand  eight  railroad  tracks,  and  the 
bridge  is  so  designed  that  these  may  be  increased  to  fourteen.  The  engi- 
neer estimates  "its  cost,  for  eight  tracks,  at  present  prices  for  labor  and 
material,  but  without  right  of  way,  interest,  and  administration  account, 
will  be  S21, 000,000,  or  at  the  rate  of  6360  per  lineal  foot  of  track." 

The  true  solution  of  the  stability  of  the  suspension  bridge :  It  is  the 
practical  application  of  the  principle  of 

The  Catenary  Curve, 

the  center  of  gravity  being  below  instead  of  above  the  points  of  support. 

Notice  the  position  of  the  chain.  It  is 
not  the  arc  of  a  circle,  it  is  a  queer-shaped 
curve.  It  is  demonstrated  in  the  higher 
mathematics  to  be  the  curve  of  greatest 
stability,  and  inverted  forms  the  arch  of 
greatest  resistance.  Hence  many  of  our 
stone  culverts  and  arches  are  of  this  shape. 

Mr.  Jefferson,  a  man  wiser  than  his  generation,  seemed  to  understand 
the  superior  merits  of  this  curve:  "  To  say  another  word  of  the  catenarian 
arch  ....  Its  nature  proves  it  to  be  in  equilibrio  in  every  point.'' — Jeffer- 
son Correspondence. 


LATE  GIFTS. 


"  The  liberal  soul  deviseih  liberal  things,  and  by  liberal  things  shall  he  stand." 

Mr.  Collis  P.  Huntington,  while  living,  prefers  to  put  his  contributions 
where  in  his  judgment  they  will  do  most  good.  In  his  quiet  way  he  is  con* 
tinually  aiding  institutions  of  learning,  founding  libraries,  and  thus  is  pro- 
moting morality  and  sound  education — good  citizenship. 

A  friend  writes :  "During  my  thirty  years  of  personal  acquaintance 
with  Mr.  Collis  P.  Huntington  I  have  rarely  heard  him  speak  of  his  numer- 
ous charities,  which  perhaps  no  one  knows.  A  few  of  his  donations  have 
come  under  my  notice  : 

"The  Huntington  Free  Library  and  Reading  Room,  Westchester.  New 
York  City,  cost  and  endowment,  8175,000. 

"Huntington  Industrial  "Works :  Part  of  the  Hampton  Normal  and 
Agricultural  Institute.  Built  by  Mr.  Huntington  with  an  additional 
endowment  of  S25,000. 

"  Pacific  Theological  Seminary,  $10,000,  with  annual  contributions. 

' '  He  has  been  or  is  a  contributor  besides  to  the  following  :  Bates  Col« 
lege,  Maine ;  Roanoke  College,  Virginia ;  the  Astronomical  Department, 
University  of  California ;  and  for  the  colored,  to  the  Institute  at  Tuskeegee, 
Ala. ;  to  the  Law  Department,  Howard  University,  Washington,  D.  C. ; 
to  the  Industrial  School,  Richmond,  Va. ;  to  Eckstein-Norton  University, 
Kentucky ;  and  to  the  State  Colored  Normal,  Salisbury,  N.  C. 

"For  the  children  of  Newport  News,  Va.,  he  built  the  sc><ool-house  and 
pays  the  running  expenses." 

The  President  of  the  University  of  California  writes:  "Mr.  C.  F. 
Crocker  has  made  several  important  gifts  to  our  Lick  Observatory,  which 
is  a  department  of  the  University,  and  this  year  bore  the  expense  of  the 
expedition  to  Japan  for  observing  the  eclipse  of  the  sun." 

Mr.  C.  F.  Crocker  is  the  son  of  Charles  Crocker,  one  of  the  life-long 
associates — Huntington,  Stanford,  Crocker,  and  Hopkins;  is  the  First  Vice- 
President  of  the  Southern  Pacific  Railway  Company. 

It  seems  truly  that :  "  jTTks  spirit  of  freedom  and  luulerstariding,  the  spirit 
of  counsel  and  might "  are  his,  in  his  youth,  '^that  he  may  be  rich  in  good  work*." 

(109) 


110  Late  Gifts. 

The  Gift  of  Mr.  James  J.  Hill. 

The  gifts  to  colleges  and  universities  by  railroad  men  in  the  East  —  in 
the  Middle  States,  upon  the  Pacific  Coast — have  been  chronicled.  Now  is 
presented  another  and  in  the  far  Northwest : 

"  Monday,  September  4,  1895,  witnessed  the  beautiful  inauguration  ceremonies  of 
The  St.  Paul  Seminary.  September  skies  smiled  auspiciously  on  the  dedicatory 
exercises.  It  was  a  cloudless  day,  and  it  had  all  the  charms  of  summer  without  the 
discomfiture  of  extreme  heat.  "When  the  hour  arrived  for  the  opening  ceremonies 
twelve  thousand  people  were  present  on  the  grounds." 

They  had  come  to  attest  their  appreciation  of  and  faith  in  the  new 
institution  of  learning  about  to  be  launched  —  the  gift  of  their  fellow- 
townsman,  their  beloved  citizen,  James  J.  Hill. 

Mr.  Hill,  as  a  citizen  for  many  years  of  the  Northwest,  saw  the  necessity 
of  such  an  institution,  an  institution  that  should  have  distinctively  for  its 
mission  the  upholding  of  good  citizenship  upon  Christian  foundations,  and 
gave  for  this  purpose  and  for  this  seminary  $500,000.  The  aims  and  objects 
of  this  institution  are  set  forth  in  the  address  of  one  of  the  leading  speakers  : 

"  Patriotism  is  a  religious  virtue ;  good  citizenship  is  the  practical  application 
through  life  of  Christian  ethics.  The  test  of  the  deep  religious  instincts  of  the  semi- 
nary and  of  the  power  of  its  ethical  teaching  be,  in  the  years  to  come,  the  patriotism 
and  the  good  citizenship  which  it  will  practice  and  inculcate ;  the  patriotism  and  the 
good  citizenship  which  its  students  will  bear  away  with  them  over  the  land  to  prac- 
tice and  to  inculcate  in  their  own  homes. 

"  The  country  has  no  greater  need  than  that  of  men  who  by  correct  thought  and 
courageous  heart  are  pillars  of  the  social  order,  who  know  rights  in  duties,  and  dutiea 
in  rights,  who  sway  neither  to  one  side  nor  to  the  other,  holding  themselves  sternlj 
on  the  lines  of  law  and  principle.  Be  it  the  special  mission  of  St.  Paul's  Seminary 
to  enrich  with  such  men  our  America.     America !  be  thine  this  Seminary." 

It  is  said  Mr.  Hill  was  greatly  affected.  His  voice  trembled  while  he 
spoke : 

"  The  present  occasion  is  to  me  a  very  pleasant  one.  I  am  called  upon  to-night 
to  perform  the  final  act  in  an  undertaking  which  has  for  three  or  four  years  occupied 
much  of  my  time  and  thought." 


Late  Gifts.  Ill 

After  recounting  many  other  reasons  for  his  action,  he  gives  the  last, 
the  greatest,  and  at  the  same  time  a  most  beautiful  and  befitting  tribute  to 
woman : 

"  Some  of  you  may  wonder  why  I,  who  am  not  a  member  of  your  church,  should 
have  undertaken  the  building  and  endowment  of  a  Roman  Catholic  theological  sem- 
inarj%  and  you  will  pardon  me  if  I  tell  you  plainly  why.  For  nearly  thirty  years  I 
have  lived  in  a  Roman  Catholic  household,  and  daily  have  had  before  me  and  around 
me  the  earnest  devotion,  watchful  care,  and  Christian  example  of  a  Roman  Catholic 
wife,  and  of  whom  it  may  be  said,  'Blessed  are  the  pure  in  heart,  for  they  shall  see 
God,'  and  on  whose  behalf  to-night  I  desire  to  present  and  turn  over  to  the  illustrious 
archbishop  of  this  diocese  the  seminary  and  its  endowment  as  provided  in  the  deeds 
and  articles  of  trust  covering  the  same." 

After  the  acceptance  of  this  gift  upon  the  part  of  the  archbishop, 
another  gift  by  Mrs.  Hill  was  presented  ;  and,  while  not  costing  so  much, 
is  of  infinite  value  to  this  institution  —  the  gift  and  unfurling  of  the 
stars  and  stripes,  our  Country's  Flag,  and  that,  too,  while  the  vast  audience 

sang : 

"  My  country  'tis  of  thee, 
Sweet  land  of  liberty 

Of  thee  I  sing; 
Land  where  my  fathers  died, 
Land  of  the  pilgrims'  pride, 
From  every  mountain  side 
Let  Freedom  Rixg." 

The  institutions  of  to-day  can  not  ignore  the  trinity  of  the  civil,  natural, 
and  social  sciences. 

Young  men  trained  for  the  ministry  of  the  church  can  not  and  should 
not  forget,  whether  during  the  years  of  their  training  or  later  on  during 
the  time  of  their  ministry,  that  they  are  bound  by  the  requirements  cf 
their  ofiice  to  foster  and  to  uphold  by  word  and  deed  the  highest  and 
purest  citizenship  —  the  most  exhalted  Christian  character. 

The  buildings  consist  of  a  dormitory  building,  recitation  building, 
administration  building,  refectory  building,  and  gymnasium  building, 
all  situated  upon  a  lovely  eminence,  in  the  midst  of  a  beautiful  grove  — 
another  Acadejius,  but  upon  the  Western  Hemisphere. 


THE  EYOLUTIOE^  OF  THE  STATE  OF  ILLINOIS 

AND  OF  THE  ILLINOIS  CENTRAL 

RAILROAD  COMPANY. 


A    CONTRAST. 


Like  most  of  the  Northwestern  States,  Illinois  was  first  settled  along 
the  banks  of  its  navigable  and  partly  navigable  rivers  and  those  of  Lake 
Michigan.  The  building,  at  an  early  day,  of  the  canal  from  Chicago  to 
the  head  of  navigation  on  the  Illinois  River,  near  La  Salle,  stimulated  set- 
tlements along  the  waterway  thus  created.  For  the  building  of  this  canal 
Congress  had  granted  lands  to  the  State  of  Illinois  by  an  Act  approved 
March  2,  1827,  John  Quincy  Adams  then  being  President  of  the  United 
States. 

The  building  of  a  railroad  from  Lake  Michigan  across  the  Grand  Prairie 
to  the  Mississippi  River  (then  the  great  national  highway  of  commerce),  at 
the  confluence  of  the  Ohio,  had  long  been  a  cherished  dream  of  the  people 
of  Illinois.  This  project  constituted,  in  1837,  a  part  of  the  State's  disas- 
trous scheme  of  internal  improvement,  which  resulted  in  an  utter  and  long- 
continued  default  in  interest  on  its  bonds. 

After  the  State  had  been  forced  to  abandon  its  project,  a  railroad  from 
the  southern  terminus  of  the  canal  at  La  Salle  to  Cairo  was  in  vain  under- 
taken by  private  capital. 

In  1850  the  State  had  a  population  of  851,470,  and  the  total  valuation 
for  taxes  of  all  the  property  in  the  State  was  $119,868,336. 

A  considerable  part  of  the  State's  bonded  indebtedness  of  over  $15,000,- 
000,  which,  in  1850,  was  and  had  been  for  years  in  default  for  interest,  was 
incurred  in  aid  of  its  so-called  "  Central  Railroad." 

On  the  20th  of  September,   1850,  the  Congress  of  the  United  States 
passed  an  Act  granting  to  the  States  of  Illinois,  Mississippi,  and  Alabama 
lands  in  aid  of  the  construction  of  a  chain  of  railroads  intended  to  be  built 
from  Chicago,  through  Cairo,  111.,  to  Mobile   Ala. 
(112) 


The  Evolution  of  the  State  of  Illinois  and  the  Illinois  Central  R.  R.  Co.   113 

At  this  time  public  lands  in  the  Grand  Prairie  of  Illinois  had  been  on 
the  market  so  long  that  their  price  had  been  reduced  from  S2.50  per  acre 
to  $1,25.  As  Government  lands  could  then  be  bought  for  Mexican  War 
Bounty  Scrip,  which,  in  turn,  was  selling  at  from  40  to  50  cents  on  the 
dollar,  the  real  value  in  cash  of  those  lands  was  somewhere  between  50  and 
62^  cents  per  acre.  Previous  to  the  passage  of  that  Act  those  lands  were 
utterly  unsalable  at  any  price,  because,  owing  to  the  absence  of  waterways, 
there  were  no  means  of  transportation  in  any  considerable  area  of  the  Grand 
Prairie,  which,  as  a  wilderness,  covered  more  than  half  of  the  State. 

The  Act  granted  to  the  States  named  the  alternate  or  even  numbered 
sections  of  land.  It  also  doubled  the  minimum  price  of  the  odd  numbered 
sections  reserved,  advancing  it  once  more  to  $2.50  per  acre.  On  the  pas- 
sage of  the  Act  the  bonds  of  the  State  of  Illinois  advanced  10  per  cent  in 
price  at  the  New  York  Stock  Exchange. 

In  1851  the  State  of  Illinois  incorporated  the  Illinois  Central  Railroad 
Company  and  conveyed  to  it  the  lands  received  in  trust  from  the  Federal 
Government  for  the  purpose  of  building  such  railroad.  In  like  manner 
the  States  of  Alabama  and  Mississippi  conveyed  the  lands  granted  them  to 
companies  chartered  by  them.  But  Illinois  was  wiser  than  they,  and 
reserved  to  itself  forever,  in  lieu  of  taxes,  seven  (7)  per  cent  of  the  gross 
receipts  of  the  railroad  to  be  built  under  the  charter  given. 

As  the  Hon.  Shelby  M.   CuUom  said  at  the  close  of  his  last  term  as 
Governor  of  Illinois,  these  payments  by  the  railroad  to  the  State  enabled 
it,  in  1880,  to  extinguish  its  debt.     Since  that  time  Illinois  has  "owed  no.| 
man  any  thing." 

During  the  construction  of  the  railroad  the  odd  numbered  sections; 
reserved  by  the  Government  were  withdrawn  from  the  market,  and,  when 
restored,  they  were  quickly  sold  at  $5  per  acre  and  upward. 

Down  to  January  1,  1890,  of  the  lands  conveyed  to  the  Illinois  Central 
Railroad  Company,  2,456,820  acres  had  been  disposed  of  on  a  long  credit 
to  about  30,000  actual  settlers  for  $28,742,002,  being  at  the  rate  of  over 
$11  an  acre. 

Without  considering  the  fabulous  increase  in  value  of  such  lands  as  have 
been  built  up  into  villages,  towns,  and  cities,  it  can  be  safely  said  that  the 


114   r/ie  Evolution  of  the  State  of  Illhwis  and  the  Illinois  Central  R.  R.  Co. 

average  value  of  farming  lands  along  the  Illinois  Central  Railroad  in  Illi- 
nois to-day  exceeds  $50  per  acre. 

The  railroad,  as  originally  built  under  the  charter  granted  in  1851, 
traverses  29  of  the  102  counties  in  the  State,  including  Cook  County,  in 
which  Chicasro  is  situated. 

In  1850  the  population  of  those  29  counties  was  216,196,  being  about 
one  quarter  of  the  population  of  the  whole  State,  which  then  was  851,470. 
In  1890  their  population  was  2,005,084,  being  over  half  of  that  of  the  entire 
State,  which  then  was  3,826,351. 

Lest  it  should  be  thought  that  this  is  brought  about  by  the  phenomenal 
growth  of  Chicago,  and  although  it  must  be  admitted  that  the  Illinois  Cen- 
tral has  contributed  as  much,  if  not  more,  to  the  growth  of  that  city  than 
any  other  single  agency,  let  us  see  how  the  other  28  counties  served  by  that 
railroad  (exclusive  of  Cook  County)  have  fared : 

In  1850  their  j^opulation  was  172,811,  being  barely  one  fifth  of  that  of 
the  entire  State,  and  in  1890  it  was  813,162,  or  somewhat  more  than  one 
fifth  of  the  whole.  The  remaining  73  counties  in  the  State  (exclusive  of 
Cook  County)  had,  in  1850,  a  population  of  635,274,  or  about  three  fourths 
of  that  of  the  whole  State,  and  in  1890  a  population  of  1,821,267,  or 
less  than  half  of  that  of  the  whole  State. 

In  1898  the  total  assessed  value  of  all  the  property  in  the  State  was 
$778,474,910,  or  about  six  and  one  half  times  what  it  had  been  in  1850. 

For  many  years,  and,  indeed,  down  to  1884,  the  Illinois  Central  Rail- 
road did  not  follow,  to  any  great  extent,  the  policy  adopted  by  so  many 
other  corporations  of  building  additions  and  branches  and  acquiring  other 
railroads  by  lease,  purchase,  or  raei'ger.  In  that  year  the  gross  receipts  of 
the  705  miles  of  railway  built  under  the  charter  of  1851  were  S5,095,423, 
of  which  the  State  of  Illinois  received  as  its  7  per  cent,  $356,679.  About 
that  time  the  policy  of  the  railroad  company  changed,  and  many  branches, 
in  Illinois  and  elsewhere,  have  been  since  built  or  acquired.  As  a  conse- 
quence, and  without  the  State  of  Illinois  having  contributed  any  thing 
whatever,  it  has  the  satisfaction  and  profit  of  now  seeing  that,  in  1898,  the 
gross  receipts  of  those  same  705  miles  of  railroad  were  $9,386,183,  and  the 
State's  7  per  cent  share  thereof  $657,033.     This  has  been  brought  about  by 


Tlie  Evolution  of  the  State  of  Illinois  and  the  Illinois  Central  R.  R.  Co.   115 

the  growth  of  the  city  of  Chicago  and  by  the  added  business  secured  to  the 
main  line  from  branches  and  leased  roads. 

But  how  have  the  stockholders  of  the  railroad  company  fared  in  the 
meanwhile  ? 

In  the  twenty  years  from  1865  to  1884  they  had  received  dividends 
averaging  8^^  per  cent  per  annum  on  a  capital  stock  which,  during  that 
period,  increased  from  823,374,400  to  §29,000,000. 

In  1884  their  dividend  was  8  per  cent  on  $29,000,000,  or  $2,320,000. 

In  the  fourteen  years  last  past,  from  1885  to  1898,  inclusive,  the  divi- 
dends have  averaged  5^  per  cent,  and  in  no  one  of  them,  have  the  stock- 
holders received  more  than  8  per  cent,  nor  have  they,  in  the  last  eight 
years,  1891  to  1898,  inclusive,  ever  received  more  than  5  per  cent.  But, 
in  the  meanwhile,  they  have  contributed  in  cash  823,500,000  to  the  capital 
stock,  which  now  amounts  to  852,500,000. 

On  this  they  received  last  year  a  dividend  of  five 

per  cent,  or $2,625,000 

In  1884  they  received  as  above  2,320,000 

Increase  in  dividend   $305,000 

But  this  last  sum  amounts  to  but  little  more  than  1  per  cent  per  annum 
on  the  $23,500,000  of  added  capital  paid  in. 

Nor  could  even  these  meager  results  have  been  attained  had  not  much 
abused  "  Capital,"  as  represented  by  the  holders  of  the  company's  bonded 
debt,  contributed  further  by  constant  and  very  marked  reductions  in  the 
rate  of  interest  exacted.  In  1884  the  interest  ran  at  from  5  to  8  per  cent, 
and  averaged  more  than  5f  per  cent  (to  be  exact,  5^\  per  cent)  on 
$28,058,500  of  debt.  In  1898  it  ran  at  from  3  to  6  per  cent,  and  averaged 
less  than  4  per  cent  (3^^^  per  cent)  on  $120,262,925  of  debt. 

Again,  the  mileage  of  this  road  in  Illinois  is  seemingly  a  fixed  quantity, 
yet  the  gross  receipts  are  seen  to  be  increasing  all  the  time,  and  hence  the 
contribution  to  the  treasury  (to  the  State)  is  continually  increasing.  Add 
to  this  the  fact  that  in  an  equal  ratio  the  private  property  in  the  State  is 
also  enhanced,  and  some  idea  may  be  gained  as  to  the  value  of  this  one 
railroad  to  the  tax-producing  wealth  of  the  State  of  Illinois. 


116  The  Evolution  of  the  State  of  Illinois  and  the  Illinois  Central  B.  R.  Co. 

This  road,  however,  did  not  go  to  Mobile,  but,  by  acquired  property, 
made  New  Orleans  its  southern  terminus,  thus  reaching  the  Gulf  by  a 
shorter  route  and  at  a  more  important  city. 

What  it  has  done  for  the  States  of  Kentucky,  Tennessee,  Mississippi, 
and  Louisiana  can  l)e  determined  by  the  increasing  revenue  of  the  whole 
system,  and  for  what  may  reasonably  be  expected  in  the  near  future  from 
the  lines  already  built  and  the  projected  branches  in  these  and  other 
States.     (See  map  next  page.) 

What  it  has  done  and  is  doing  for  New  Orleans  can  only  be  appreciated 
by  a  visit  to  the  Crescent  City.  Since  January,  1897,  the  Stuyvesant 
Docks,  with  their  million-bushel  grain  elevator  and  half  a  mile  of  shedded 
wharves,  have  been  completed  and  placed  in  operation  by  the  Illinois  Cen- 
tral Railroad  Company,  This  has  had  a  stimulating  influence — the  Texas 
and  Pacific  and  the  Louisville  and  Nashville  have  enlarged  their  terminals 
at  this  point,  and  the  number  of  seaports  brought  into  connection  with 
New  Orleans  by  regular  lines  of  steamships  has  been  fully  doubled.  To-day 
over  forty  steamship  schedules  are  in  force  between  New  Orleans,  Central 
America,  the  West  Indies,  and  Europe,  while,  in  addition  to  all  this, 
arrangements  are  practically  completed  for  a  direct  service  to  Asiatic  points. 
The  Illinois  Central  finds  it  necessary  to  have  even  greater  facilities  in 
New  Orleans,  and  is  contemplating  the  building  of  about  seventy-five 
miles  of  side  tracks  and  another  grain  elevator  of  one  million  bushels 
capacity. 

It  is  also  believed  that  opposite  the  city  will  be  located  an  $850,000 
steel  dry-dock,  and  that  in  a  few  years  at  most  the  great  Mississippi  River 
bridge,  costing  over  S5, 000,000,  will  be  built. 

It  may  not  be  amiss  here  to  call  attention  to  the  geographical  position 
of  this  territory  served  by  the  Illinois  Central.  The  Mississippi  basin 
drains  or  embraces  three  fifths  of  the  area  of  the  United  States,  and  prac- 
tically three  tenths  is  tributary  to  this  system  of  railroads.  By  inspection 
it  will  be  seen  that  Chicago  is  located  in  the  right  angle  of  an  isosceles  right- 
angle  triangle,  with  New  Orleans  and  New  York  occupying  the  other  two 
angles.  By  the  shortest  i-ail  routes,  Chicago  is  precisely  912  miles  from 
these  two  ports. 


(11  M 


118  The  Evolution  of  the  State  of  Illinois  and  the  Illinois  Central  R.  R.  Co. 

Years  ago  a  question  for  the  village  debating  society  was :  ' '  Does  the 
Mississippi  run  up  hill  ? "  The  programme  committee  supposed  the  earth 
to  be  a  sphere,  not  an  ellipsoid.  From  this  standpoint  it  seems  that  gravity 
will  have  some  influence  in  determining  exports  from  Chicago — from  the 
Lakes. 

It  is  now  proper  to  ask  the  question,  To  whose  forethought,  to  whose 
labor  of  mind  and  body  was  the  conception  of  this  land  grant  to  this  rail- 
road due,  and  by  whom  was  it  successfully  carried  thi'ough  Congress?  As 
might  naturally  be  expected,  the  honor  was  claimed  by  many  aspirants.  It 
seems  that  Hon.  Sidney  Breese  laid  claim  to  the  authorship  of  the  bill,  or 
rather  of  a  bill  which  sought  to  have  the  land  grant  given  to  private  par- 
ties under  what  was  known  as  the  Holbrook  Charters.  This  scheme  failed 
after  being  up  in  Congress  for  three  successive  sessions.  At  this  juncture 
Judge  Stephen  A.  Douglas  was  elected  Senator  from  Illinois.  He  had,  as 
a  member  of  the  House,  opposed  the  Holbrook  Charters  and  all  other 
efforts  looking  to  conveying  the  lands  to  private  parties.  Senator  Douglas 
contended  all  the  time  that  such  a  munificent  grant  should  be  made  and 
made  only  to  responsible  parties,  and  that  the  only  responsible  party  was 
the  State  of  Illinois. 

Hence,  after  three  sessions  of  indefatigable  labor  of  himself,  his  associ- 
ate, General  Shields,  in  the  Senate,  and  the  entire  congressional  delegation 
from  the  State  of  Illinois,  the  bill  making  this  grant  was  approved  Septem- 
ber 20,  1850. 

It  is  but  just  to  say  in  this  connection  that  while  there  was  bitter  oppo- 
sition from  Senators  and  members  of  Congress  from  various  sections  of  the 
country,  among  the  foremost  advocates  of  the  measure  were  Senators  Henry 
Clay,  of  Kentucky,  and  Lewis  Cass,  of  Michigan.  These  men  at  that  early 
day  were  among  the  far-seeing,  broad-minded  statesmen  of  our  land. 

Judge  Douglas,  with  large  patriotism  and  unselfish  magnanimity,  went 
further,  and  favored,  as  early  as  1858,  the  building  by  the  general  govern- 
ment of  three  Pacific  railroads — one  at  the  north,  one  in  the  center,  and 
the  other  at  the  south.  He  declared  that  Congress  should  fix  termini  only — 
that  the  routes  should  be  left  to  the  conditions  promising  the  greatest 
success. 


The  Evolution  of  the  State  of  Illinois  and  the  Illinois  Central  R.  B.  C''.   il9 

This  work,  a  Pacific  railroad  so  much  needed,  especially  during  the 
Civil  and  Indian  wars,  lay  dormant  for  years,  and  not  till  May  9,  1869, 
was  this  great  necessity  accomplished  in  the  uniting  of  the  iron  bands  of 
the  Union  Pacific  with  the  Central  Pacific  near  the  head  of  the  Great  Salt 
Lake. 

The  twelve  quarto  volumes  of  reports  to  the  United  States  Senate  on 
"  Exj^lorations  and  Surveys  for  a  Railroad  Route  from  the  Mississrjipi 
River  to  the  Pacific  Ocean  "  remain  to  this  day  a  monument  to  the  fore- 
thought, skill,  and  wise  statesmanship  of  the  late  Mr.  Jefferson  Davis, 
under  whose  direction,  as  Secretary  of  War,  those  surveys  were  made 
during  the  administration  of  President  Pierce  in  1853  to  1857. 

The  aforementioned  has  been  mostly  historical.  Before  closing  this 
account,  it  will  be  in  order  to  speak  of  what  the  Illinois  Central  is  doing  in 
the  solution  of  the  greatest  of  present  problems — how  to  bring  about  the  best 
understanding  between  "Work  and  Wealth,"  between  "Labor  and  Capi- 
tal."    This  is  best  set  forth  in  the  words  of  a  leading  journal : 

"It  is  questionable  whether  there  be  another  big  corporation  in  the  United  States 
•whose  management  treats  the  employees  with  as  much  justice  and  common  sense  as 
the  Illinois  Central  Road. 

"  It  was  only  a  year  or  so  ago  that  we  had  the  pleasure  of  directing  attention  in 
these  columns  to  the  encouragement  which  President  Fish  was  holding  out  to  em- 
ployees to  become  stockholders  in  the  corporation,  and  to  the  success  of  his  liberal 
efforts  in  that  direction  as  seen  in  the  fact  that  several  thousands  of  employees  were 
owners  of  stock  in  the  road,  and  now,  again,  we  have  to  chronicle  a  further  common- 
sense  extension  of  privilege  to  the  employees  of  this  same  road  by  the  same  sagacious 
management.  The  employees  of  the  Illinois  Central  are  no  longer  subject  to  the 
rough  and  autocratic  discipline  which  would  send  them  from  their  employment  for 
any  minor  fault  of  omission  or  commission,  or  at  the  mere  caprice  or  whim  of  an 
offended  superior  oflBcer. 

"Their  faults,  whether  of  omission  or  commission,  are  all  jotted  down  in  a  book, 
in  which  book  also  are  duly  written  whatever  unusually  meritorious  services  they 
may  have  performed  for  the  road,  such  as  working  heartily  spells  of  over-time  under 
stress  of  circumstances,  preventing  accidents,  saving  life,  etc.  It  is  a  sort  of  debtor 
and  creditor  account,  so  to  speak,  between  the  employees  and  the  corporation,  in 
which  the  employees  may  work  off  any  demerit  marks  written  against  them  by  doing 
meritorious  acts  and  by  sliowing  zeal  and  interest  in  the  road's  affairs. 


120  The  Evolution  of  the  State  of  Illinois  and  the  Illinois  Central  R.  R.  Go. 

"  This  surely  is  the  ne  plus  ulira  of  good  management  on  the  part  of  a  corporation. 
There  is  in  it  what  has  hitherto  been  wanting  in  the  relations  of  capital  and  labor — 
a  recognition  on  the  part  of  capital  that  it  is  dependent  on  labor  just  as  labor  is 
dependent  on  it,  and  that  labor  is  not  likely  to  take  the  hearty  interest  toward  its 
(capital's)  advancement,  unless  capital  return  the  compliment  and  show  a  correspond- 
ing good-will  and  interest  in  labor's  advancement. 

"  The  Illinois  Central  management  is  entitled  to  the  warmest  congratulations  for 
its  wise  treatment  of  its  employees.  It  is  the  sort  of  action  that  will  bind  the 
employees  to  the  road,  and  make  them  more  of  co-operators  with  it  than  mere 
mercenary  workers.  And  it  is  a  magnificent  precedent  to  set  to  less  thoughtful  and 
less  liberal  corporations,  which  may  be  induced  by  the  Illinois  Central's  example  to 
'go  and  do  likewise.'" 

Along  the  same  line  and  with  the  same  spirit,  as  the  employee-stock- 
holder feature  of  this  company,  is  found  in  the  annual  report  of  1898  what 
is  aptly  termed  "  Resident  Ownership  :  " 

"  The  stock  has  been  gradually  purchased  by  those  resident  on  and  near  the  line. 
In  each  of  the  ten  States  in  which  the  company  is  operating  railways  there  are  a 
number  of  stockholders,  varying  from  four  in  Indiana  to  seven  hundred  and  thirty- 
two  in  Illinois.  The  total  number  of  stockholders  in  these  ten  States  is  one  thousand 
one  hundred  and  fifteen,  and  the  number  of  shares  held  by  them  twenty-three 
thousand  six  hundred  and  thirty." 

Or  nearly  one  fifth  of  all  the  stockholders  of  this  company  are  immediately 
on  or  near  the  lines  of  the  road.  The  wisdom  of  this  policy,  this  way  of 
making  friends — of  building  up  a  great  family  interest — must  commend 
itself  to  all  progressive  corporations. 


TWENTY-SEVENTH  YEAR. 

BOSTON   UNIVERSITY, 

LAW  DEPARTMENT. 

WILLIAM  F.WARREN,  LL.  D.,  President. 
SAMUEL  C.  BENNETT,  LL.  B.,  Dean. 

Faculty:  Ten  Professors,  Tw^elve  Additional 
Lecturers,  and  Ten  Instructors.  Four  Hundred  and 
Thirty  Students. 

Location  in  tlie  lieart  of  Boston,  close  to  tlie 
State  House  and  all  tlie  Courts.  Advantageous  con- 
nections ^with.  otlier  departments  of  the  University. 

Handsome  ne-w  Hall,  costing-  $220,000,  recently 
opened  "svith  an  Opening  Address  by  the  Honorable 
Oliver  Wendell  Holmes,  LL.  D.,  of  the  Supreme 
Court  of  Massachusetts.  A  free  copy  of  the  Address 
^will  he  sent  on  application. 

Graduates  of  Southern  Colleges  ^wt.11  derive 
great  advantage  from  even  one  year's  residence 
and  study  in  Boston. 

For  free  circulars  address 

The  Dean,  Boston  University  Law  School, 

Ashburton  Place,  Boston,  Mass. 
(i) 


LASELL   SEMIISrARY 

FOR  YOUNG  WOMEN. 
Atjburndale,  Mass.  (within  Ten  Miles  of  Boston.) 


Aims. — We  aim 
JO  continue  through 
the  years  spent  at 
school  the  influence 
of  refined  Christian 
association  and 
oversight,  and  to 
make  the  "atmos- 
phere of  culture" 
conducive  to  the 
training  of  girls  for 
their  distinctive 
duties  in  home  life. 
English  Lan- 
guage.— While 
maintaining  a 
thorough  classical 
course  for  pupils 
desiring  it,  and 
sending  represen- 
tatives to  the  best 
colleges  open  to 
women,  our  own 
regular  course  em- 
phasizes the  study 
of  the  English  lan- 
guage and  litera- 
ture, history,  and 
natural  science. 

The  Art  of  Ex- 
PRESSION. —  Gen- 
eral lectures  and 
careful  individual 
training  are  given 
in  the  Art  of  Ex- 
pression. Many  a  woman  fails,  through  some  inaptness  of  manner,  of  speech,  or 
movement,  or  through  some  hindering  self-consciousness  or  self-distrust,  to  reach 
that  position  of  influence  to  which  her  intellectual  capacity  and  excellence  of  char- 
acter entitle  her ;  while  many  another  of  simpler  gifts  multiplies  her  power  by  the 
winsomeness  of  attractive  presence.  Other  things  being  equal,  this  rare  quality  of 
restful,  inspiring  presence  is  the  charm  of  domestic  and  social  life. 
French  and  German. — In  these  native  instruction  only  is  used. 
Music. — Piano,  organ,  violin,  guitar,  harp,  cornet,  and  vocal  instrucVon  are  in 
cnarge  of  the  best  Bostou  masters.     We  employ  no  tutors. 

(ii) 


A  CORNER  IN  THE  DINING-ROOM. 


Cooking  and  Dbess-cuttinq. — Thorough  instruction  is  given  in  cooking,  dress- 
cutting,  millinery,  and  other  domestic  arts;  the  new  building  having  lecture  and 
work  rooms  especially  fitted  up  for  this  purpose.  This  was  the  Pioneer  School  in  all 
this  kind  of  work. 

Common  Law  and  Sanitation. — Lectures  on  common  law  are  given  by  an 
eminent  Boston  lawyer,  and  on  home  sanitation  by  a  lady  well  known  in  Boston 
educational  circles.     In  these  two  branches,  also,  Lasell  led  all  schools. 

Special  Physical  Culture. — Daily  physical  exercise,  prescribed  for  individual 
needs  as  ascertained  by  careful  measurement  and  tests  of  strength,  is  expected  of  all 
pupils,  both  as  a  condition  of  health  and  of  that  physical  poise  and  self-possession 
which  constitutes  so  large  an  element  of  the  best  social  success. 

The  Gymnasium. — The  Gymnasium  was  furnished  under  the  direction  of  Dr. 
Sargent,  of  Cambridge,  and  has  the  supervision  of  a  lady  who  is  a  graduate  from  his 
training  school  for  teachers.  The  health  of  students  is  considered  of  the  first  impor- 
tance; and  all  the  arrangements  of  the  Seminary  are  made  with  the  end  in  view  that 
those  educated  in  it  become  well-developed, 
vigorous,  and  graceful  women.  Abundant 
time  is  given  for  open-air  exercise.  The 
pleasant,  spacious  grounds  afi'ord  ample  room 
for  out-door  sports. 

Boating. — It  is  a  regular  pastime  when 
the  weather  permits.  The  School  has  sev- 
eral boats  upon  Charles  Kiver  for  the  free 
use  of  the  students. 

Swimming. — This  is  taught  in  a  tank 
where  the  water  is  kept  warm,  winter  and 
summer — this  is  very  popular.  One  of  these 
students  rescued  two  of  her  mates  from  cer- 
tain drowning  while  on  a  vacation  visit  to 
their  home. 

Military  Drill. — During  the  last  13 
years  military  drill  has  been  allowed  as  a 
substitute  twice  a  week  for  the  gymnastic 
exercise.  The  purpose  is  to  make  the  pupils 
more  erect,  to  aid  in  acquiring  a  good  car- 
riage, and  to  train  to  instant  obedience.  The 
results  have  equaled  our  expectations. 

Excursions. — Our  vicinity  to  Boston 
affords  also  abundant  opportunity  for  pleas- 
ant and  profitable  excursions,  eagerly  util- 
ized by  us.  A  visit  to  Concord,  Bimker  Hill, 
or  Plymouth  is  a  lesson  in  history  not  to  be 
easily  forgotten.  The  Art  and  other  Mu- 
seums of  Boston  and  Cambridge  are  very 
helpful  in  their  varied  departments. 

Dress. — The   dress   of  pupils   must  be 
simple  and  inexpensive.     Wliatever  may  be  their  circumstances,  elegant  attire  and 
Jewelry  are  here  out  of  place  and  iii  bad  taste. 

To  secure  place,  application  must  be  made  early,  as  many  are  refused  for  lack  of 
oom.     For  illustrated  catalogue  address. 


A  LASELL  CADET. 


C.  C.  BRAGDON. 


(iii) 


rut 

nvni\cTT 

PIANO 

EXCELS  not  alone  in  beauty  of  exterior^  but 

PRE-EMINENTLY  so  in  ,  .  .  ,< 

ARTISTIC  TONE  QUALTTY 

T/ze  'wonderful  siveetness  and  purity  of 
the  Everett  tone  challenges  andivins  the 
admiration  of  all  true  lovers  of  the  purely 
artistic  in  piano  voice* 

THE  ONLY  PIANO 
WARRANTED  FOR 
UNLIMITED  TIME. 

— -'^m- — ■ 


THE  JOHN  CHURCH  COMPANY, 

CINCINNATI.  NEW  YORK.  CHICAGO. 

(iv) 


Los  Angeles 
This  book  is  DUE  on  the  last  date  stamped  below. 


'^ 


HE 

H67r 
1899' 


Hogg_- 

The  railroad 
as  ^i^lement^^^^  ^^iv 
TrT^education,         ^v\i 


.^' 


